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COMMUNICATION 



FROM THE 



SECRETARY OF THE TREASURY, 

MS. 



TRANSMITTING, 



IN COMPLIANCE WITH A RESOLUTION OF THE SENATE OF MARCH 8, 1851. 

THE 

REPORT OF ISRAEL D. ANDREWS, 

CONSUL or THE UNITED STATES FOR CANADA AND NEW BRUNSWICK, 

ON THE 

TRADE AND COMMERCE 

OF THE 

BRITISH NORTH AMERICAN COLONIES, 

AND UPON THE 

TRADE OF THE GREAT LAKES AND RIVERS; 



NOTICES OF THE INTERNAL IMPROVEMENTS IN EACH STATE, OF THE GULF OF MEXICO AND 
STRAITS OF FLORIDA, AND A PAPER ON THE COTTON CROP OF THE UNITED STATES. 



WASHINGTON ; 

BEVERLEY TUCKER, SENATE PRINTER. 

1854. 



COMMUNICATION 



FROM THE 



SECRETARY OF THE TREASURY 



IN THE SENATE OF THE UNITED STATES. 

AtTGusT 26, 1852. — Ordered to lie on the table, and be printed. 

August 30, 1852. — Ordered, that 5,000 copies additional for the Senate, 1,000 additional for 
the Secretary of the Treasury, and 500 additional for Israel D. Andrews, be printed. 

August 4, 1854. — Resolved, That there be printed, for the use of the Senate, five thousand 
additional copies of the Report of Israel D. Andrews, Senate Ex. Doc.'^No. 112, First 
Session Thirty-second Congress. 



Treasury Department, Augmt 25, 1852. 

Sir : The resolution of the Senate of the 8th March, 1851, requests 
the Secretary of the Treasury to "communicate to the Senate, as early 
as possible at the next session, full and complete statements of the 
trade and commerce of the British North American colonies with the 
United States and other parts of the world, inland and by sea, for the 
years 1850 and 1851, with such information as he can procure of the 
tr3.de of the great lakes." In compliance therewith, I have the honor 
to transmit a report, by Israel D. Andrews, accompanied by numerous 
statistical tables, carefully compiled from official sources, with maps 
prepared for, and illustrative of, said report. 
I am, respectfully, 

THO. CORWIN, 
Secretary of the Treasury, 
Hon. Wm. R. King, 

President pro tempore U. S. Senate, 



NOTE. 



In the progress of the preparation of the report, it was found necessary to change Part III 
to an appendix, which contains notices of the trade and commerce of Cincinnati, Louisville, 
St. Louis, Pittsburg, New Orleans, the steam-marine of the interior, of the inland water- 
routes, the increase and value of the foreign and domestic trade, navigation, &c., &c. ; as 
also tables showing the exports and imports of the principal Atlantic States for a series of 
years, and statements of the increase in the tonnage of the several States from 1836, with 
the per cent, increase of the total tonnage, and that of the several States. 

It was conceived very desirable to publish a particular account of the inland, coasting, and 
foreign trade of the principal Atlantic cities, and a portion of the materials were collected 
for that purpose ; but, for the want of correct statistical data, it was found to be impossible 
to have them of a character suited to this report. 

It is proper to state in this place my thanks to Mr. N. Davidson, late of the Buffalo Ad- 
vertiser, for his very valuable and intelligent services in the preparation of the report, parti- 
cularly in those portions relating to the trade of the lakes and the importance and value of 
the internal trade. 

The importance of the Mississippi trade, through the Gulf of Mexico, to every portion of 
the Union, it is presumed, will be regarded by all as a full justification for the copious notices, 
in the appendix, of the Gulf of Mexico and the Straits of Florida ; and the value of the cot- 
ton crop to the whole country called for the extended and complete exposition in regard to it 
there inserted. Similar reasons — and to exonerate the report from the imputation of being 
sectional — demanded the notices of the commerce, railroads, &c., of the southern States and 
southern cities. It is believed no one will object that they were not within the strict literal 
terms of the resolution under which the report was prepared. The annexed map of the Gulf 
of Mexico and Straits of Florida, and Isthmus of Tehuantepec, furnished, as before stated, 
by the Coast Survey, is the first one of the kind ever published from authentic sources. It 
will be found interesting in illustration of the views taken in the paper contained in this 
report respecting this American sea, and generally with reference to other considerations. 
The labors of the Coast Survey are progressing in that quarter, and ere long their results will 
be published. This map is but an index of what they will be. Thorough and exact as the 
severest labor and the highest order of scientific skill can render them, their usefulness to our 
commerce will be unappreciable, and their benefits will extend through ages. 

I. D. A. 
Washington, 1852. 



SCHEDULE OP DOCUMENTS. VII 



SCHEDULE OF DOCUMENTS. 



GeneraL Introductory ; comprising a review of the trade of the great lakes, internal com- 
merce, and also of the trade and commerce of the North American Colonies. 

I. The Sea-Jisheries of British J^orth America on the Bay of Fundy, along the coasts of 
Nova Scotia, on the Grand Bank of Newfoundland, and within the Gulf of St. 
Lawrence. 

II. The Trade of the Great Lakes ; accompanied by returns exhibiting the rise and pro- 
gress of that trade, and its present condition and value, with a particular descrip- 
tion of each of the lakes, in relation to its extent, resources, tributaries, outlets, and 
prospective commerce. 

III. See Appendix. 

IV. Review of the Canals and Railroads of the United States, showing their influence upon, 

and connexion with, the trade of the Great West ; accompanied by a general map 
of railroads and canals, American and Colonial. 

V. The Province of Canada, with a general description of its physical features and re- 

sources, intercolonial trade, foreign commerce, transit trade, internal traffic, and 
public works ; accompanied and illustrated by a map of the Basin of the St. Law- 
rence, prepared specially for this report. 

VI. The Province of Mw Brunswick, with descriptions of its physical characteristics, riv- 

ers, seaports, and harbors, its forests and its fisheries, with statistical returns and 
observations on the free navigation of the river of St. John. 

VII. The Province of Mva Scotia, with a description of its geographical position, its most 
striking features and various resources ; as also returns in relation to its trade, com- 
merce, fisheries and coal mines ; as also special notices of Cape Breton and Sable 
Island. 

VIII. The Island Colony of ^Newfoundland, with a description of its position between the At- 
lantic ocean and Gulf of St. Lawrence, its physical features and abundant fisheries, 
accompanied by returns of its trade and commerce ; as also descriptions of the Lab- 
rador coast, and of the harbor of St. John, in connexion with the proposed estab- 
lishment of a line of steamships from that port to Ireland, and connected by electric 
telegraph from thence to the United States. 

IX. The Colony of Prince Edward Island; its agricultural capabilities, trade, commerce, 
and position, in relation to the fisheries of the Gulf of St. Lawrence. 

X. The Intercourse between Great Britain and her Jforth ..'American Colonies ; accompanied 

by tabular statements and returns. 

XI. The Trade of some of the Atlantic ports of the United States icith the Mrth American Colo- 

nies by sea ; illustrated by tables and returns, accompanied by a map of the Lower 
Colonies ; prepared expressly for this report. 

XII. Review of the jrresent state of the Deep-sea Fisheries of Js''ew England ; prepared specially 
for this report by Wm. A. Wellman, assistant collector of the port of Boston, under 
the direction of P. Greely, esq,, collector of that port, with valuable statistical 
statements and tabular returns. 



Vlll SCHEDULE OF DOCUMENTS. 

XIII. The French Fisheries of ^Newfoundland, translated from official French documents, ob- 
tained in Paris purposely for this report. 

APPENDIX : 

Containing notices of the internal and domestic commerce — Tendency of Ohio commerce, 
Cincinnati, Pittsburg, Louisville, St. Louis — Steam-marine of the interior, New Orleans, 
Mobile, Gulf of Mexico, and Straits of Florida — Cotton crop of the United States — Com- 
merce of the Atlantic States and cities, and tables of the tonnage of each State during a 
series of years. 



I^^TRODUCTORY 



Washington, Avgust 19, 1852. 

Sir : The undersigned was personally honored with your instruc- 
tions on the 28ih July, 1851, to report on the following resolution of the 
Senate of the United States : 

" That the Secretary of the Treasur}^ be requested to communicate 
to the Senate, as early as possible, at the next session, full and com- 
plete statements of the trade and commerce of the British North Amer- 
ican colonies with the United States, and other parts of the w^orld, on 
land and by sea, in the years 1850 and 1851, with such information as 
he can procure of the trade of the great lakes." 

You directed his attention to the general importance of all the sub- 
jects embraced in the resolution, their intimate relation to many 
branches of national interest, and the necessity of having such report 
submitted to you in the most correct form, and as full and detailed, as 
the shortness of time would permit. 

You were pleased, also, at a subsequent period, to direct the atten- 
tion of the undersigned to that part of the resolution relating to the 
commercial interests of the great lakes, and to desire that it should 
receive prompt and careful attention ; and that all the information ob- 
tained should be presented in tabular statements. 

The undersigned was likewise informed by you, that if any subjects 
not specified in his instructions, of national or great local interest, ger- 
mane to the spirit of the resolution of the Senate, should fall under his 
notice, it would not be inappropriate to submit the same for the con- 
sideration of the government. 

These instructions, and the great interest now generally manifested 
as to the colonial and lake trade of the United States, have induced 
the undersigned to give careful attention to each distinctive feature of 
the various important subjects involved in your instructions and the 
resolution of the Senate. 

The undersigned is fully aware that it is his duty (as it most cer- 
tainly is his wish) to notice the questions under consideration in the 
briefest manner consistent with their proper elucidation. In justifica- 
tion of any notice that may be considered too much extended, it must 
be remembered that the weighty matters involved are not confined to 
any particular locality ; that they affect not only the British colonies, 
but vai'ious and important domestic interests of the United States ; that 
they ai'e interwoven with all the elements of our national strength ; 
that they bear, in an especial manner, upon the navigation and the 
foreign and coasting trade of this country, upon its various manufac- 
tures, and upon its commerce with distant nations. 
1 



REPORT ON 

In directing your attention to the first part of this report, the most 
important, so far as home interests are concerned, it is proper to re- 
mark, that although the statements as to the internal trade of the 
United States are fuller than any before presented to the government 
in this form, and such as could only be obtained by great labor 
and expense, they may be rehed upon as being generally correct. 
They have been collected from various sources, official and unofficial ; 
and it is due to the public to state, that it is principally owing to the 
different modes of conducting the inland trade of the country, that sta- 
tistical returns of an official character are not made as to much of that 
trade. 

The returns from several of the custom-house districts on the faltes 
are very creditable to the collectors by whom they were prepared ; 
while the returns from others were in many respects incorrect and 
incomplete, causing loss of time and great trouble in rectifying and 
perfecting them. 

The necessity for a well organized system, in order to obtain "a cor- 
rect account" of the lake trade, must be obvious. The want of a law 
to enforce even the present imperfect system, the great increase of 
business, and its diversified character in nearly all the districts, and 
the limited clerical force allowed in some of them, are all causes of 
difficulty in obtaining and arranging in a creditable and satisfactory 
manner, full, accurate, and entirely inteUigible statistics of the lake 
trade, ahd of the general internal commerce of the countr3^ 

It is proper also to state that the embarrassments now existing, will 
increase in a corresponding degree with the certain and almost incal- 
culable annual increase of this trade and commerce. 

This ill- arranged and imperfect system of managing the lake trade 
and internal commerce of the countr}^ is presented to the notice of the 
government, and offered as an apology why the report on this trade 
and commerce is not more vi^orthy the high importance of the interests 
involved. If national considerations should induce a desire on the 
part of the government to possess other reports on the internal trade 
of the country, it will be necessary to provide for a more perfect sys- 
tem of statistical returns and to carr}^ it out by legal requirements. 

It is not intended to suggest that an}^ novel coercive laws should be 
adopted, interfering with the free and unrestricted exchange of goods 
and productions of all kinds between different sections of the country. 
Free commerce, especially internal commerce, unfettered by restraints 
originating in sectional or local partialities, or prompted by like selfish 
interests, is no boon from any government to the people ; it is unques- 
tionably their natural right. There can be no doubt that a system 
might be easily devised> under the authority of the Treasury Depart- 
ment, which would meet every requirement and promote the interests 
of this trade. 

In the style, character, and completeness of our statistical reports, 
we are far behind other countries, and no authority but that of Con- 
gress can supply this deficiency. 

The public eye has ever been steadily fixed on the foreign com- 
merce of the country as the right, arm of national strength. This com- 
merce has increased so rapidly, and the trade as well as the tariffs 



COLONIAL AND LAKE TRADE. e> 

have been so greatly changed, that new arrangements of the old re- 
turns are demanded to enable the departmental condensations to be 
perfect and readily intelhgible. The reports on commerce and navi- 
gation now give the total tonnage of the United States, but do not state 
the character or class of vessels composing the mercantile marine of a 
country scarcely second to any in the world. It is also necessary that 
more complete statements of the trade and commerce of the great cities 
of the Atlantic seaboard and on the Gulf should belaid before Congress 
annually, and these improvements in their arrangement could be made, 
and they might be fuller in detail than those hitherto submitted, with 
comprehensive statistical accounts of the coasting trade and naviga- 
tion, and distinguishing between steamers and other vessels. 

It is proper to remark that the present arrangement of returns of the 
internal and coasting trade is mostly governed by the law of 1799, 
when the trade was in its infancy, and commerce received rather than 
created law. 

In the discussions which have taken place in Congress of late yearsy 
in relation to great public questions, such as the public lands, or the 
improvement of rivers and harbors, the most meagre statistical state-- 
ments have been adduced in many cases, and loose hypotheses assumed 
in others. This is attributable to the absence of authentic official re- 
turns, and is conceived to be a justification for presuming to bring this 
subject to the attention of Congress in this report. 

In the absence of statistical statements, pubhshed by national au- 
thority, the value of works containing statistical returns upon which re- 
hance can be placed is greatly enhanced ; and this opportunity is em- 
braced of commending, as one source of valuahle information in 
making this report, the publications called " Hunt's Merchants' Maga- 
zine," " De Bow's Review," the " Bankers' Magazine," and the 
"American Railroad Journal," as the most valuable in this country. 

The undersigned is fully aware of its having been asserted b}^ those 
who have limited means of forming a correct opinion, that the valae of 
the lake trade has been every w4iere overstated. It is true that in some 
cases approximations, from the want of official data, are, of necessity, 
resorted to ; but that is not the fault of those who have the matter in 
charge. 

The basin of the great lakes, and of the river St. Lawrence, is fully 
delineated on the map attached to the report on Canada. Its physical 
features, and the influence it must exercise on future moral dev^elop- 
ments, are without parallel and historical precedent. It is an American 
treasure ; its value to be estimated less by what it has already accom- 
plished, than by what it must achieve in its progress. 

The attention of the civilized world has been directed with great 
interest to the constant and progressive emigration from the Old World 
to the New. In former times, hordes of men changed their country by 
means of long and toilsome journeys by land ; but never until the pre- 
sent age have multitudes, and, in some instances, communities, been 
transferred from continent to continent, and from one hemisphere to the 
other, by such means as are now afforded in the New York packets, 
clipper ships, and ocean steamers. These vehicles but represent the 



4 ANDREWS REPORT ON 

genius of an era destined in future times to be desis^nated as the " a<re. 
oj entei'prise and progress. 

That portion of the "Great West" at the western extreme of the 
basin of the St. Lawrence has received a larger share than any other 
portion of our country of the valuable addition to our national riches 
arising from the industry, intelligence, and wealth, of the hundreds of 
thousands of foreigners who, within a comparatively brief period, have 
landed upon our shores. It is, therefore, impossible to estimate the 
enormous and continuous accumulation of wealth, having its basis on the 
ample resources and natural riches of that great western region, over 
which the star of American empire seems now to rest. 

In connexion with an unequalled increase of population in the Great 
West, the growth of the lake trade has been so extraordinary and so 
rapid, that but few persons are cognizant of its present extent and 
value. 

In 1841 the gross amount of the lake trade was sixty-five millions 
of dollars. In 1846 it had increased to one hundred and twenty-five 
millions. In 1848, according to the estimate of Colonel Abort, of the 
topographical engineers, the value of the commerce of the lakes was 
one hundred and eight^'-six millions. Owing to various causes, but 
particularly to the great influx of foreigners, and the opening of new and 
extensive lines of intercommunication, it has recently increased still 
more largel}^ until, in 1851, it amounted to more than three hundred 
millions. And these estimates do not include the value of the property 
constantly changing hands, nor has any notice been taken of the cost of 
vessels, or the profits of the passenger trade. 

It is not within the scope of this report, nor is it practicable therein, 
to attempt a/? J/ exposition of the trade and commerce of the Mississippi, 
the Missouri, or the Ohio, flowing through that great valley, unsurpassed 
in all the elements of wealth by any region in this or the Old World. 
This trade and commerce is worthy of the particular and earnest 
attention of American statesmen. And it is here proper to state, that 
one great cause of the growth of the lake trade is the tact that a cheap 
and expeditious route from the Atlantic to the Great West is afforded 
by the internal communications, b}^ railroads and canals, opening the 
way through the great lakes and through the Alleghanies, instead of 
being restricted to the rivers flowing southward. 

The following facts in relation to the trade of the Erie canal are pre- 
sented as confirming the above, and justifying farther and full official 
investigation as to the entire internal trade of the West :* 

In 1835 there left the lakes b}^ the Erie canal for tide-water, 30,823 
tons of wheat and flour. In 1851 there left the same points, on the 
same canal, 401,187 tons of similar articles. 

In 1851 the total amount of wheat and flour which reached tide- 



* The facts hereinafter stated with respect to the trade and commerce of the Misissippi 
arid its tributaries, and of the States and cities on their shores, and on the Gulf of Mexico, 
and connected with them, are important not only in regard to that specific trade and com- 
merce, but for their relation to that of the lakes, and, inland, by canal and railroad to the 
Atlantic seaboard. It has been found in some degree necessary to refer to the former in full 
elucidation of the latter. The great interests of the southwestern and southern States de- 
mand, however, a fuller and more perfect notice than the resolution calling for this report, 
and limiting it to other sections, will allow to be now made. 



COLONIAL AND LAKE TRADE. O 

water by the New York canals, was 457,624 tons ; showing that while 
between the lakes and tide- water the State of New York furnished ) 
97,729 tons, or over 75 per cent, of the whole quantity delivered, in I 
1851 it only furnished 56,437 tons, or about 11 per cent, of the whole \ 
quantity, the remaining 89 per cent, having been received from the West, 
and from the territory of Canada on the lakes. 

The total tonnage ascending and descending on all the New York 
canals in 1836 was 1,310,807 tons, valued at $67,634,343, and paying 
tolls amounting to $1,614,342 ; while in 1851 it amounted to 3,582,733 
tons, valued, ascending and descending, at $159,981,801, paying tolls 
amounting to $3,329,727. 

The traffic on the Erie canal, and the principal routes from the interior 
to the Atlantic, has such an important relation with the whole trade of 
the nation, that it was conceived that this part of the report would be 
incomplete without a proper reference to the trade of such routes ; 
which will be found attached to part IV, with a reference to the com- 
merce of some of the principal Atlantic and interior ports and compara- 
tive statements. 

The great lakes are not a straight line of water, but present a zigzag 
course. Their surplus waters all find their way to the ocean by one 
great outlet, the noble St. Lawrence. Notwithstanding the opinions 
that may be entertained adverse to that mighty river as a channel of 
communication between the West and the Atlantic, it is nevertheless 
certain to be more used, and to increase in importance, in proportion to 
every material stride in the prosperity and advancement of the country 
bordering on the lakes. 

Stretching down into New York, as if for the especial accommoda- 
tion of a comparatively southern region, is Lake Erie ; while extend- 
ing far into the regions of the northwest, to meet the requirements of 
that region. Lake Superior spreads his ample waters. An examination 
of the map prepared by Mr. Keefer, and attached to this report, under 
the head of Canada, will prove that nature has provided the great lakes 
for all the different and distant portions of this continent, and that the 
St. Lawrence is their natural outlet to the sea. 

There are those who maintain that the improvement of the naviga- 
tion of the St. Lawrence, and the widening and deepening of the 
Welland and St. Lawrence canals, so as to allow vessels of a larger 
class than at present ingress and egress, with their cargoes to the ocean, 
and the extension by the British government, to the United States, of 
the free use of both, would cause a commercial city to grow up on 
the banks of that river which would successfully rival New York in 
European trade ; but important as the results doubtless would be to 
the interests of the Canadas, and especially of Lower Canada, and 
greatly as those interests would be promoted by such measures, there 
is little cause for believing that such anticipations of injury to New 
York or to any of our Atlantic cities would be realized. Their trade 
would not be decreased, whilst that flowing down the new outlet 
would be increased. New resources would be created by the new 
stimulants thus given. 

Although the subject of harbors has been referred to in the report 
which follows the lake trade, yet its great importance demands some 



6 ANDREWS' REPOllT ON 

farther notice. While the commercial comiexion between the East and 
the West by canals, steamboats, and railroads, is increasing with such 
rapidity under the combined influence of enterprise and necessity, it is 
quite evident that provisioQ must soon be made for adequate harbor 
accommodation oh the lakes, to meet the necessities of their commerce, 
already rivalling that on the Atlantic. 

It is a remarkable fact that there are bat few" natural harbors on the 
lakes, the shores differing in that respect from the seacoasts of the 
United States, and of the northern colonies, which are amply provided 
with the finest harbors. 

While the commerce of Chicago, Buffalo, Oswego, and other lake 
ports, is of more value than the commerce of any of the ports on the 
Atlantic, except New Orleans, Boston, and New York, the harbors of 
the lake ports, even w^hilst their commerce is j^et in its infancy, are 
wholly inadequate to the number of vessels already on the lakes. The 
numerous disasters in consequence of the insecurity of these harbors, 
call loudly for the improvement of such havens as can be made secure 
and convenient b}^ artificial means. 

The commercial and navigating interests in thfit section have from 
the outset been sensible of the drawbacks arising from the absence of 
securit}^ to life and property, and have unceasingly presented their 
claims for the artificial improvement of their harbors to the considera- 
tion of the State and Federal governments. 

At a public meeting held at Milwaukie, in 1837, with reference to 
the improvement of harbors, it was *' Resolved, That we will not desist 
from memorializing and petitioning Congress, and presenting our just 
rights and claims, until we have finally accomplished our object." The 
spirit of this resolution, it cannot be doubted, is the prevailing senti- 
ment throughout the entire West, connected by its trade w^iththe lakes. 

It is not presumed, in any part of this report, to argue the question of 
the constitutionalit}^ of such improvements by the federal government ; 
but it is unquestionably due to that great interest, and to the preserva- 
tion of life and propert}^ to state that a great and pressing necessity 
exists for the construction of harbors on the lakes by some authority, 
Stale or Federal and by some means ; and wdiether these should be 
public or private, enlightened statesmen must decide. The work should 
be done. If the government of the United States, sustained by the 
patriotic affection of the people, is restrained by the constitutional com- 
pact from doing things undeniabty needed for the promotion of impor- 
tant national interests and the security of its citizens and their property, 
some other means of relief should be devised. If it does possess ade- 
quate constitutional power, it should be exercised. 

The past action on this subject has paratyzed, rather than aided, 
many improvements. Harbors and havens, the construction of which 
was commenced by government, have not been completed, and are in 
a state of dilapidation ; and while the public have waited for farther 
aid, many valuable lives and great amounts of property have been 
lost. It is extremely doubtful (even if there were sufficient local wealth, 
and if we could allow the expectation of that unity of action in the 
vicinity of the lake coast necessary to secure the construction of any 
one of the many harbors and havens their lake commerce now so 



COLONIAL AND LAKE TRADE. / 

absolutely requires) whether they could be completed without Federal 
aid. 

The undersigned begs leave to call the attention of the honorable 
Secretary of the Treasury to the necessity of having marine hospitals 
in the large commercial ports upon the lakes. The casualties of that 
•navigation are little different from those of the sea ; and while the "fresh- 
water sailor" contributes, from his monthly wages, to the same " hospital 
money," as he who " goes down upon the great deep," equal justice 
demands equal expenditure for the benefit of both. 

It is not enough to say that these hospitals would be beneficial ; 
they are imperatively demanded by the mariners and the ship-owners 
of these " inland seas." There is every year much suffering, espe- 
cially at the large towns of Buffalo, Oswego, Cleveland, Sandusky, 
Toledo, Detroit, Chicago, and Milwaukie, all of which have a large 
steam and sailing marine, and are rapidly taking rank among our 
leading commercial cities. At these ports a large number of sail- 
ing vessels and steamers pass the winter ; the number of sailors need- 
ing relief from suffering is thus 'increased. Some of these sailors are 
now often let out on hire, by the collectors of customs, to those wanting 
labor. No censure is intended of those officers : such course is forced 
upon them by the necessities of the case, but such a state of things 
ought not to continue. That these seamen could be comfortably pro- 
vided for at a!» trifling cost to the government, by the expenditure of no 
more than the monthly contributions received from those engaged in the 
lake trade, if proper hospitals were erected, cannot be doubted. 

One link in the chain of communication through the great lakes is 
yet to be supplied. This will be effected by the construction of a ship 
canal around the Falls of St. Mary, which will open to the lower lakes 
a navigation of fully a thousand miles. Our shipping will have an un- 
interrupted sweep over waters, which drain more than three hundred 
thousand square miles of a region abounding in mineral and agricultural 
resources. They may be water-borne nearly half way across the con- 
tinent. The inexhaustible elements of wealth on the shores of Lake 
Superior will then become available. These, as yet, have hardly been 
touched, much less appreciated. Its fisheries are exhaustless. Na- 
ture has developed its mineral treasures upon a scale as grand as its 
waters. Its copper mines, the most extensive and productive in 
the world, furnishing single masses of the unparalleled weight of 
sixty tons, supply half of our consumption, from localities where, ten 
years since, ihe existence of a single vein was unknown. The iron 
mines near the shores of this lake surpass those of Sweden or Russia 
in extent, and equal them in the excellence of their materiel. It is pre- 
dicted by acute m.etallurgists that its silver mines, though as yet unde- 
veloped, will one day vie w^ith those of Mexico. 

While we behold with wonder the munificence of the gifts which Provi- 
dence has showered upon this extensive region, thousands of miles in 
the interior from the ocean, we may also look forward with hopeful 
pride to achievements in art, and to commercial enterprise, commen- 
surate in gi'andeur to those gifts, for their distribution throughout our 
country and the world. Reflection upon these bounteous gifts leads us 
to the. conception of the means necessary to be adopted for their ade- 



8 ANDREWS* REPORT ON 

quate use and enjoyment. When the Caughnawaga canal shall have been 
finished by the Canadian government, uniting the St. Lawrence and 
Lake Chnmplain by a ship canal, thus completing the judicious and 
successful improvements on the St. Lawrence, so creditable to the en- 
terprise and national views of that government ; and when a ship canal 
shall be constructed from Champlain, by way of Whitehall, to the Hud- 
son river — and commercial necessities will not be satisfied with less — 
W'hen the waters of Superior thus flow into the Hudson, and the ship- 
ping of New York can touch upon the plain in which, wdth their branches 
interlocking, the Mississippi and the St. Lawrence both have their 
origin, it wiU be a stride equivalent to centuries for the nation. A 
boundless field of commerce, and a vast expansion of transportation, 
will thereby be opened, and a development of wealth, such as the 
world has never witnessed, afforded. 

The commercial results anticipated will not alone belong to those 
whose labor and enterprise may primarily effect them. Commerce, ex- 
ternal and internal, by steamships on the oceans or on the lakes, by rail- 
roads over, or canals through, the land, is the advance guard of 
civilization. Whenever true commerce receives any new impulse, its 
beneficial effects accrue not only to the country from which it springs, 
but to the world. Its advancement is therefore one of the highest 
duties not only of enlightened statesmanship, but of philanthropy. 

Although this report may have been elaborated more than might 
seem to have been designed b}^ the resolutions or instructions under 
which it has been prepared, it is believed that no apology is necessary 
for thus devoting a few pages to the evidences of the rising wealth of 
this broad empire. So complete is the dependence of one section of 
the country upon another — so varied are the productions furnished in 
the different degrees of latitude embraced Avithin the present bounds 
of the confederacy, and yet so admirably are the channels for trans- 
portation supplied by nature and art, that the prosperity of each sec- 
tion overflows into the other. This diffusion of prosperit}^, produced 
by community of interests and sympathies, freedom of trade and 
mutual dependence, is a sure pledge that our political union can never 
be broken. 

The undersigned is not without hope that the facts presented in this 
report may tend to promote the struggling railroad interests of the 
West. That section needs capital, and greater facifities for transport- 
ation ; the former creating the latter. The magnificent systems of rail- 
roads in course of construction, or projected, for the transportation of 
various productions from the country bordering on the Mississippi, so 
far south as St. Louis, must become important channels of trade. The 
political and moral benefit of raih'oads as bands of union and harmony 
between the different sections of this broad empire, can only be 
measured by our posterity. 

The securities issued the United States and on account of many of 
the railroads projected and in process of construction in the West, are 
seeking a market among the capitalists throughout the world. Ignor- 
ance of the resources of the country which will support the roads, and 
of the progress of the regions through which they pass, causes the de- 
pression of these stocks far below their value. The large amount of 



COLONIAL AND LAKE TRADE. V 

money required to complete the works filread}'' contemplated, makes it 
a matter of high importance, which has not been lost sight of in this 
repoi^, that such information should be given to the financial world as 
may remove some of the obstacles encountered by the great interests 
of the West, owing to ignorance of their true condition and resources 
which prevails in the money markets of Europe. 

This ignorance is not confined to foreigners, but exists among a 
portion of our countrymen. The former cannot understand how rail- 
roads can be built, and made to pay, in comparatively new countries ; 
the latter, living near the banks of great rivers, and on the Atlantic 
coast, where alone surplus capital, as yet, abounds, cannot appreciate 
the necessity existing for the constant creation of these iron lines. 
Commerce depends for its existence and extension upon channels af- 
forded as its outlets. Primarily it follows what may be termed the 
natural routes, which are often not convenient ones. 

Modern commerce has sought, and is constantly creating, at great 
expense, artificial channels ; and this is so true of the United States, 
that such channels have, in a great degree, superseded the natural 
routes ; for the reason that the direction of the American internal com- 
merce is between the ogricuUural and ihe commercial and manufacturing 
districts, which are not connected by the two great outlets, the Missis- 
sippi and the St. Lawrence rivers. Produce leaving Burlington, Iowa, 
following its natural outlet, is landed at New Orleans ; or, leaving De- 
troit, and following its natural course, at Quebec. By the changing 
influence of artificial channels, it is now easily borne to New York, 
Philadelphia, Boston, or Baltimore.* 

These are the facts which give so great consequence to the leading 
artificial lines of communication, such as the Erie canal, Erie railroad, 
Western railroad, the Pennsylvania railroad, the Baltimore and Ohio 
railroad, the Mobile and Ohio railroad, the Virginia works in progress 
for connecting the seaboard of that State with the western States ; the 
South Carolina railroad ; the several works in Georgia, and other roads 
and canals alluded to in the report. 

Many portions of the country are without even natural outlets, by 
which to forward their products to the great leading or national routes 
of commerce. Their products are comparatively valueless, on account 
of the cost of transportation to market. The wheat and corn grown 
in the central portions of Kentucky, Illinois, and Missouri, will not, on 
the spot, command one quarter their value in New York or the other 
markets on the Atlantic coast. 

This difference in value, between the points of production and con- 
sumption, is owing to the cost of transportation. Hence the necessity 
of local as well as national channels to the development of our re- 

* From New Orleans to New York 4,290 miles. 

to Philadelphia 4,054 *« 

'♦ " to Baltimore 3.648 " 

" " to Boston 4,898 «' 

** Quebec to Boston 2,696 *' 

«* '• to New York 3,304 " 

«« " to Philadelphia 3,540 " 

** ♦* to Baltimore 3,976 " 

" to New Orleans 7,594 " 



10 ANDREWS' REPORT ON 

sources, and to the further creation and ^vider extension of inland com- 
merce. Efforts to construct channels of commerce suited to its wants 
are now engrossing the energies and capital of the whole coi^try. 
We have already constructed thirteen thousand miles of railroads, and 
have at least thirteen thousand more in progress. Our roads completed 
have cost four hundred millions ; those in progress will cost at least 
two hundred and sixty millions more — making an aggregate of six 
hundred and sixty millions. These roads are indispensable to keep 
alive and develop the industry of the country. 

The cost of these roads will not be less than twenty thousand dollars 
per mile, requiring an annual outlay of about eighty milhons for works 
in progress. 

The capital of the country is not equal to this demand, without 
creating embarrassment in the ordinary channels of business ; and 
unless we can avail ourselves of foreign capital, a portion of our works 
Will be retarded, or we shall be involved in financial trouble. 

We could borrow from England, Holland, and France, at compara- 
tively low rates, the money needed for our works ; and it is behoved 
by statesmen that by a judicious extension of our commerce with 
other parts of Europe to which hitherto less attention has been paid 
than it deserves, inducements could be created for the investment of a 
portion of their large surplus capital in profitable works of internal 
improvement in this country, yielding high rates of interest, provided 
the foreign capitalists could be made to fully understand our condition, 
the necessit}^ that exists for these works, and the prospect of their yield- 
ing a remunerating traffic. As it is, our works are mainly carried on 
by aid of foreign capital; but we have to pay, at times, exorbitant rates 
for the use of money, simply because so little is known of the objects, 
value, and productiveness of our works. 

One course adopted by many of those who are constructing the roads 
in progress is to raise money upon what are called road bonds. These 
bonds are based upon the whole cost of the road, and are consequently 
perfectly safe investments. They are, notwithstanding^ sold, on an 
average, as low as 85 or 87 cents on the dollar, and the capitalist is 
alone benefited by the advance. 

One object which the undersigned has had in view in the prepara- 
tion of this report, is to diffuse information that will secure an active 
demand for our sound securities at the best rates, so that the public- 
spirited companies who are struggling under heavy burdens may receive 
what their securities are actually worth, and may not be compelled to 
heavy sacrifices. Our companies during the present year w^ill be bor- 
rowers in the market for fifty millions, to be raised, in a great degree, 
on these railroad bonds. This amount will be borrowed mostly from 
European capitalists, at a discount of 12 to 15 per cent., making an 
aggregate loss of six to seven millions. 

These bonds bear 7 per cent, interest. The above discount brings 
the rate of interest on a bond having ten j'-ears to run to about 8J per 
cent, per annum. 

These bonds are sold at the above rates, because so little is known 
of the projects, or of the real strength of the country. The purchasers 
demand a premium in the nature of insurance, and as soon as it is 



* COLONIAL AND LAKE TRADE. 11 

found there is no risk, they demand and receive a premium equal to a 
perfect security. 

It is no part of this report to advocate, in any way whatever, any 
particular railroad, or any particular route of commerce ; but in 
view of the unquestionabla necessity that exists for more knowledge 
on these points, both at home and abroad — in view of the somewhat 
surprising fact that we have no published documents which contain any 
information in reference to our public works, calculated to throw light 
upon the subject, the undersigned has felt it his duty to meet, as far as 
possible, the w'ants of that great interest, although the shortness of time 
allowed, and the difficulty of obtaining materials, has rendered the work 
much less perfect than he could have wished. The accompanying re- 
port on the railroads and canals of the United States, prepared w^ith the 
assistance of Mr. Henry V. Poor, the editor of the American Railroad 
Journal, New York, with his map annexed, to v^^hich reference has been 
made, may, it is hoped, prove to be of value not only to the railroad 
interest, but to the countr}' generally, and important at this period to 
American and European capitalists. 

The undersigned conceives that the position of our internal commerce, 
as illustrated in this report, may well be a subject of national pride. 
For the last few centuries, the attention of the world has been given to 
maritime commerce, created by the discovery of America and the ocean 
path to the East Indies. The w^orld entered upon a new epoch when 
the great maritime powers struggled for dominion on the high seas. As 
an eloquent American writer* has said : "Ancient navigation kept near 
the coasts, or was but a passage from isle to isle ; commerce now se- 
lects, of choice, the boundless deep. 

'* The three ancient continents w^ere divided by no wide seas, and their 
intercourse was chie% by land. Their voyages were hke ours on Lake 
Erie — a continuance of internal trade. The vastness of their transac- 
tions was measured not by tonnage, but by counting caravans and camels. 
But now, for the wilderness, commerce substitutes the sea ; for camels, 
merchantmen; for caravans, fleets and convoys." 

Our time presents another epoch in commercial histor}^ Internal 
trade resumes in this country its ancient dominion. Commerce now 
avails itself of lakes and rivers, as well as of the sea, and often substi- 
tutes the former for the latter. For merchantmen, it now substitutes 
steamboats ; for fleets and convoys, canal boats and freight trains on 
railroads. Upon this commerce that of the sea depends. Its prosperity 
is the surest foundation of national power. . As has been said by a 
philosophical historian,! "An extensive and hvely commerce would 
rnost easily, and therefore the soonest, be found on the banks of large 
rivers running through countries rich in natural productions. Such 
streams facihtate the intercourse of the inhabitants ; and a lively trade 
at home, which promotes national industry, is always the surest foun- 
dation of national wealth, and consequently of foreign trade. The course 
of the latter depends in a great measure upon exterior circumstances 
and relations, which cannot always be controlled ; but internal com- 
merce, being the sole work of the nation, only dechnes with the nation 
itself." 



Bancroft. jHeeren. 



12 Andrews' report on 



THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH 

AMERICAN COLONIES. 
• 

In conforniity with your personal directions, and pursuant to your 
written instructions, the undersigned has dih'gently prosecuted certain 
inquiries with reference to the British North American colonies, more 
especially as regards their foreign, internal, and intercolonial trade, 
their commerce and navigation, and their fisheries. Having procured 
some new and special information on these several points, of much in- 
terest to citizens of the United States, he submits the same without 
delay, in the briefest possible form, to the consideration of the gov- 
ernment. 

Since his appointment as consul at St. John, New Brunswick, in 1843j 
the undersigned has had the honor, on several occasions, of calling the 
attention of government to the extent, value, and importance of the trade 
and navigation of the British North American colonies, and of pointing 
out the necessity of action on the part of the general government, to 
meet the important commercial changes which have taken place within 
the last few years. He has also had the honor of suggesting the neces- 
sity of wise and liberal legislation in relation to this important and 
valuable trade, with the view of securing its profits and advantages to 
citizens of the United States, in whose immediate neighborhood it 
exists, and to whom, under a fair and equal system of commercial in- 
tercourse, it may be said to appertain. 

In the beginning of this report, the undersigned has replied to one 
part of the resolution of the Senate in relation to the trade and com- 
merce of the great lakes; and in the latter portion he has the honor to 
submit a number of documents and statistical returns in relation to, the 
British North American colonies, made up to the latest possible mo- 
ment. He most respectfully, but earnestly, solicits the attention of the 
government, and of the whole commercial community, to the docu- 
ments and returns herewith submitted, and requests a particular exam- 
ination of the separate reports on each colony, respectively, and of the 
special reports on the British colonial and French fisheries of North 
America; which, at this time, will be found to possess much interest. 

The undersigned also invites particular attention to the sketch of the 
early history, and present state of our knowledge of the geology, miner- 
alogy, and topography, of Nova Scotia and New Brunswick, prepared 
expressly for this report, by one of our most distinguished geologists, 
Dr. Charles T. Jackson, who, in conjunction with Mr. Alger, of Bos- 
ton, first brought to public notice the important mineral resources of 
these provinces. 

That full confidence may be placed in the statements relating to 
trade and commerce of the colonies embraced in this report, it may be 
proper to state that each colony has been visited — the three following : 
Canada, Nova Scotia, and New Brunswick — several times in person by 
the undersigned, and that the returns have been carefully compiled not 
only from official documents, but from trustworthy private resources; 
and in this connexion the undersigned gratefully expresses his obligations 



COLONIAL AND LAKE TRADE. 13 

to Thomas C. Keefer, esq., Montreal, for his contributions respecting the 
resources, trade, and commerce of Canada. 

The possessions of Great Britain in North America, exchisive of the 
West India Islands, are, the united provinces of Canada East and 
Canada West, the provin||j of New Brunswick, the province of Nova 
Scotia, which includes the island of Cape Breton, the island colonies 
of Newfoundland and Prince Edward Island, Labrador, and the 
wide-spread region (including Vancouver's Island, the most important 
position on the Pacific ocean) under the control of the Hudson's Bay 
Company, extending from Labrador to the Pacific, and from the north- 
ern bounds of Canada to the Arctic ocean, except the districts claimed 
by Russia. 

These possessions, viewed merel}^ with reference to their vast super- 
fices, which exceeds four millions of geographical square miles, 
comprise a territory of great importance, more especially when the 
manifold advantages of their geographical position are taken into con- 
sideration. But their importance should be estimated less by their 
territorial extent than by the numerous resources they contain ; their 
great capabilities for improvement ; the increase of which their com- 
merce is susceptible ; and the extensive field they present for coloniza- 
tion and settlement. 

The British North American provinces, to which these reports 
and documents are more especially confined, occupy comparatively 
but a small portion of the aggregate superfices of the whole of 
the British possessions on this continent ; yet they cover a wide extent 
of countr}', as will be perceived b}^ the following statement of their 
area: 

Canada East, (acres) 128,659,680 

Canada West 31,745,539 

160,405,219 

New Brunswick 22,000,000 

Nova Scotia (proper) 9,534,196 

Cape Breton 2,000,000 

11,534,196 

Newfoundland 23,040,000 

Prince Edward Island 1,360,000 

Total area British North American provinces 218,339,415 

In 1830 the population of all these provinces was stated at 1,375,000 
souls. The census returns at the close of the year 1851, give the 
following as their present population : 

Canada, East and West 1,842,265 

New Brunswick 193,000 

Nova Scotia and Cape Breton 277,005 

Newfoundland 101,600 

Prince Edward Island 62,678 

Total 2,476,548 



14 



ANDREWS REPORT ON 



The following table is an abstract from the late Canadian census : 



Origin. 



Natives of England and Wales 

Scotland 

Ireland 

Canada, French origin 

" not of French origin . . - 

United States 

Nova Scotia and Prince Edward 

New Brunswick 

Newfoundland 

West Indies 

East Indies 

Germany and Holland 

France and Belgium 

Italy and Greece 

Spain and Portugal 

Sweden and Norway 

Russia, Poland, and Pi'ussia .. . . 

Switzerland 

Austria and Hungary ^ . 

Guernsey 

Jersey and other British Islands. 

Other places 

Born at sea 

Birth-place not known 

Total population 



Lower 
Canada. 



11,230 

14,565 

51,499 

669,528 

125,580 

12,482 

474 

480 

51 

47 

4 

159 

359 

28 

18 

12 

8 

38 

2 

118 

293 

830 

10 

2,446 



890,261 



Upper 
Canada. 



82,699 

75,811 

176,267 

26,417 

526,093 

43,732 

3,785 

2,634 

79 

345 

106 

9,957 

1,007 

15 

57 

29 

188 

209 

11 

24 

131 

1,351 

168 



952,004 



Total. 



93,929 
90,376 

227,766 



56,214 

4,259 

3,114 

130 

392 

110 

10,116 

1,366 

43 

75 

41 

196 

247 

13 

142 

424 

2,181 

178 



1,842,265 



Taking the average ratio of increase of these colonies collectively, it 
has been found that they double their population every sixteen or 
eighteen years; yet, various causes have contributed to render the 
increase smaller in the last twenty-one years, than at former periods. 

But the commercial freedom which Great Britain has recently con- 
ceded to her dominions, both at home and abroad, has caused these 
North American colonies to take a new start in the race of nations, and 
in all probability their population will increase more rapidly hereafter 
than at any previous period. 

The swelling tide of population in these valuable possessions of the 
crown of England, great as has been its constant and wonderful in- 
crease, will scarcely excite so much surprise as a consideration of the 
astonishing growth of their trade, commerce, and navigation within a 
comparatively brief and recent period. 

In 1806, the value of all the exports from the whole of the British 
North American colonies was but $7,287,940. 

During the next quarter of a century, after 1806, these exports were 
more than double in value, for in 1831 they amounted to $16,523,510- 

In the twenty years which have elapsed since 1831, the exports 
have not merely doubled, but have reached an increase of 116 per 
cent. During the year 1851 the exports of the British North American 
colonies amounted to no less than $35,720,000. 

Equal with this constant increa.se in the value of exports has been 
the increase of shipping and navigation. 

The tonnage outward, by sea, from all the ports of these colonies, ia 
1806, was but 124,247 tons. 



COLONIAL AND LAKE TRADE. 15 

In 183] , the tonnage outward, by sea, amounted to 836,668 tons, ex- 
hibiting an increase of 67 per cent, in the quarter of a century which 
had then elapsed. 

So large an increase as this could not be expected to be maintained ; 
yet the increase which has taken place during the twenty ^^ears since 
elapsed has been nearly as remarkable. In 1851, the tonnage outward, 
by sea, from the North American colonies amounted to 1,583,104 tons, 
or nearly double what it was in the year 1831. 

At an early period after their first settlement the inhabitants of the 
North American colonies directed their attention to ship building. The. 
countries they occupy furnish timber of great excellence for this purpose, 
and are possessed of unrivalled facilities for the construction and launch- 
ing of ships. This branch of business has steadily increased, until it 
has attained a prominent position as principally emplo3dng colonial 
materials wrought up by colonial industr3^ At first the colonists only 
constructed such vessels as they required for their own coasting and 
foreign trade, and for the prosecution of their unequalled fisheries; but 
of late years they have been somewhat extensively engaged in the con- 
struction of ships of large size, for sale in the United Kingdoms. New 
ships may therefore be classed among the exports of, the British North 
American colonies to the parent State. 

The new ships built in these colonies in 1832 am.ounted, in the ag- 
gregate, to 33,778 tons. In 1841, the new vessels were more than three 
times as many as in 1832, and numbered 104,087 tons. In 1849, 
the tonnage of new ships increased to 108,038 tons. In 1850, there 
was a still further increase, the new ships built in that year numbering 
112,787 tons. 

That the colonies have great capacity for the profitable employment 
of shipping is demonstrated by the steady increase of their mercantile 
marine. From those periods in their early history, when each colony 
owned but one coaster, their vessels, year by year, without a decrease 
at any peiiod, and without a single pause or check, have regularly 
swelled in numbers and in tonnage, up to the present moment, when 
their aggregate exceeds half a million of tons, now owned and regis- 
tered in the colonies, and fully employed in their trade and business. 

The rate of this steady and continual increase of the tonnage of the 
colonies may be gathered from the following statement of the tonnage 
owned by the colonies at various periods since the commencement of 
the present century. 

Aggregate tonnage of the provinces of Canada, New Brunswick, 
Nova Scotia, Newfoundland, and Prince Edward Island, at various 
periods since 1800 : 

Tons. 

1806 71,943 

1830 176,040 

1836 274,738 

1846 399,204 

1850 446,935 

The commerce of the colonies may be said to have had its beginning 
within the past century. Without entering upon details of its rise and 
extraordinary progress, which can be clearly traced in the documents 



16 ANDREWS* REPORT ON 

attached to this report, and to the report which I had the honor of sub- 
mitting to you in 1850, it will be of great interest to notice its present 
extent and importance. 

The tonnage entered inward, by sea, at the several ports of the North 
American colonies amounted in 1851 to an aggregate of 1,570,663 tons. 

The tonnage cleared outward in that year from the same ports 
amounted to 1,583,104 tons. 

Commensurate with this large amount of tonnage, employed in a 
commerce which may be said to have had its beginning since 1783, 
has been the extent of colonial trade during the year just past. 

The value of this trade is exhibited in the condensed statements 
which follow. 

Tiie total exports of Canada for 1851, made up from United States 
and Canadian returns for this report, give a different but a more cor- 
rect result, as will be seen by the following statements : 

The total exports from Canada for 1851, as per returns. . $13,262,376 

Of which Quebec exported ^5,622,388 

Montreal 2,503,916 

Inland ports 5,136,072 

13,262,376 

Exported to Great Britain $6,435,844 

United States 4,939,300 

*' British North American colonies. - 1,060,544 

" Other countries 826,688 

13^262,376 

The character of the above, and the comparative value of the chief 
material interests of the colony, may be seen by the following table: 

Mines ' $86,752 

Sea 249,296 

Forest 6,063,512 

Agricultural 817,496 

Vegetable food 3,766,396 

Other agricultural products 38,028 

Manufactures 55,124 

Unenumerated „ 2,1] 5,772 

13,262,376 



COLONIAL AND LAKE TRADE. 



17 



Imporls irdo Canada hy river St. Lawrence, gimngr only the principal arti- 
^cles and values, fur the year 1851. 



Articles. 



Values. 



Tea - 

Tobacco 

Cotton manufactures 

Woollen manufactures 

Hardware manufactures 

Wooden ware 

Machinery 

Boots and shoes 

Manufactures of leather . . . . . 

Hides 

Tanned leather 

Oil, not palm 

Paper 

Rice 

Sugar 

Molasses 

Salt 

Glass 

Coal 

Furs 

Manufactures of silk 

Manufactures of India rubber 

Dye stuffs , 

Coffee 

Fruit 

Fish 

Unenumerated 



#168,084 

18,924 

3,018,332 

2,301,816 

1,627,208 

11,612 

6,852 

6,868 

53,156 

1,164 

46,440 

135,708 

65,228 

12,396 

712,408 

60,968 

25,980 

78,260 



233,324 
38,916 
13,632 
54,304 
71,260 

,855,776 



15,217,316 



This includes the imports in transit for the United States, and those 
under bond for Upper Canada. 

Exports from Canada to other countries, (yrincifally Great Britain,) giving 
the principal articles and values, for the year 1851. 



Articles. 



Values. 



Apples 

Ashes, pot , 

Ashes, pearl 

Ash timber , 

Barley 

Battens 

Beef 

Birch timber 

Biscuit 

Butter 

Deals, pine and spruce.. . 

Elm timber 

Mour 

Handspikes 

Lard 

Lath-wood and fire-wood 

Masts , 

Meal, corn and oat 

2 



$2 
86 
37 
14 

1 

5 

18 

4 

26 

937 

196 

570 

2 
32 
67 

9 



,404 
,900 
,372 
,900 

408 
,960 
,268 
,468 
,376 
,596 
,480 
,124 
,876 

900 
,256 
,080 
,100 
,976 



18 



ANDREWS REPORT ON 



Exports from Canada, ^c. — Continu^. 



Articles. 



Values. 



Oak timber 

Oars 

Oats 

Peas and beans 

Pine timber, red and white 

Pork 

Shingles 

Spars , 

Staves 

Tamarac wood and sleepers 

Furs and skins 

Total from Quebec 

Value of similar articles from Montreal 
Unenuraerated from other ports , . . 

Total exports by the St. Lawrence. ... 



$189,308 

4,536 

2,276 

8,960 

1,974,760 

30,424 

260 

44,640 

382,136 



4,671,048 
2,060,156 
1,401,212 



8,132,416 



As nearly as can be ascertained, the following statements exhibit the 
natural products, domestic manufactures, and foreign goods imported 
into the colonies from the United States for 1851. 





Natural products. 


Domestic manu- 
factures. 


Foreign goods, 


Canada • 


5^2,024,188 
869,683 
803,946 
817,361 

77,858 


$3,471,685 
335,515 
115,397 
415,943 


f2, 712, 675 
325,702 






34,923 
157 16Q 


Nova Scotia 














Aggregate of colonial iinportsfrom Great Britain, United States, and other 
countries, for the year 1851. 



{ Great Britain, j United States. 

I ' 

Canada | $12,876,828 ! $8,936,236 

Nova Scotia i 2,133.035 | 1,390,965 

New Brunswick* ' 2,292;390 : 1,6d4,175 

Newfoundland ' 1,600,750 1 998,735 

Prince Edward Island ! 279,898 ■ 41,603 

Total ! 18,878,706 \ 12,678,279 



Other countries. 



$1,447,376 
2,003,640 

954,935 
1,655,695 

305,974 



6,191,405 



* New Brunswick returns for 1851 show an increase in exports of about 15 per cent., and 
of 19 per cent, in the imports, greater than in any other colony. 



COLONIAL AND LAKE TRADE. 



19 



Aggregate of colonial exports to Grea,t Britain, United States, and other 
countries, for the year 1851. 





Great Britain. 


United States. 


Other countries. 




$6,731,204 

142,245 

2,909,790 

2,162,755 

84,966 


P, 939, 280 

736,425 

415,140 

99,970 

55,385 


^1,035,538 

2,663,640 

535,190 






Newfoundland 


2,538,680 
184,638 


Prince Edward Island 




Total 


11,568,925 


6,218,060 


6,877,831 





COLONIAL TRADE IN 1851. 
CANADA. 

Imports — sea *$15,324,348 

inland 8,681,680 

$24,006,028 

Exports— sea 8,081,840 ^ 

inland f3,259,888 

35,347,756 



Add for value of new ships built at Quebec, and 
sent to England for sale, ^1,000,000 ; and a farther 
large sum for under-valuation of exports — making 
in the whole 



$40,000,000 



NEW BRUNSWICK. 



Imports $4,852,440 

Exports 3,780,105 

8,632,545 



New ships, 45,000 tons iu all 

NOVA SCOTIA. 

Imports $5,527,640 

Exports 3,542,310 



9,069,950 in aU 



NEWFOUNDLAND. 



Imports $4,609,291 

Exports 4,276,876 



8,886,167 in all 



10,000,000 



10,000,000 



9,000,000 



*This amount includes goods in transitu. 



fBy United States returns, $4,928,888. 



20 Andrews' report on 

prince edward island. 

Imports $630,475 

Exports 360,465 



990,940 in all $1,200,000 

New shipping, 15,000 tons. 



Grand total \ 70,200,000 



Although it appears by this statement, that, as in most new countries, 
the amount of imports greatly exceeds the estimated value of the ex- 
ports, yet it must be taken into account that the apparent balance of 
trade against the colonies is fully overcome by the low price at which 
their exports are valued at the places of shipment, as compared with 
the prices obtained abroad; the value of new ships sold in England; 
the freights earned by these ships v/hile on their way to a market ; 
and the large freights earned by colonial ships in transporting the bulky 
products of the colonies to foreign countries ; all of which profits, sales, 
and earning, accrue to the colonial merchant, and render the trade of 
the colonies, at the present time, healthy and prosperous. 

After presenting the preceding statements the undersigned does not 
deem it necessary to discuss in an elaborate manner the many interest- 
ing questions which they will, on examination, unquestionably present 
. to the statesmen of England and America ; more especially as the 
I question of reciprocal free trade between the United States and the 
British North American Colonies is now before Congress, and received 
especial attention in a previous report of the undersigned submitted to 
yourself, and printed as Executive Document No. 23, 31st Congress, 2d 
session. 

From 1794 to 1830 the trade of the colonies was a subject of much 
negotiation between the two governments, and was alwaiys considered 
by John Quincy Adams as one of great consequence to the United 
. States. This protracted and almost useless negotiation produced no 
other results than a contraction of the trade of the colonies, and an 
estrangement between the people of both countries. - 

It is well known to the Department of the Treasury that Mr. 
McLane's arrangements with England, in 1830, in relation to this 
trade, were most unsatisfactory to the commercial community, and 
called forth, from that interest, urgent remonstrances against their par- 
tial character. Time has, however, proved their beneficial operation 
upon the general interests of the American and colonial trade, thus fur- 
nishing another proof that profitable commerce can only exist in perfect 
freedom. 

Although the convention of 1830, upon the whole, had a beneficial 
influence, yet it still lefi the trade of the United States with the cokiuies 
subject to many onerous and unnecessary restrictions, which have had 
a very injurious effect upon it. Until nccir the year 1840, that trade 
did not rapidly increase ; but then it suddenly expanded. From that 
Deriod to the present time there has been a constant increase, but by no 



COLONIAL AND LAKE TRADE. 21 

means to the extent which would have unquestionably taken place if 
the trade had been wholly unfettered, and allowed to flow freely in its 
natural course. 

It is somewhat singular, that, notwithstanding the geographical posi- 
tion of these colonies with reference to the United States, and the national 
importance of the various relations with them, no change has taken 
place in the policy of this country toward them for nearly a quarter of 
a century, (while so much that is wise and great has been accomplished 
during the same period for the benefit of commerce in this and other 
coiintries,) except the drawback law of 1846, which has increased the 
export of foreign goods from $1,363,767, in 1846, to $25954,536, in 
1851. For many ^^ears after the Revolution, under a wise and saga- 
cious polic}^ the colonial trade received a very considerable share of 
attention, and efforts were made to place it on an equitable, if not a 
liberal basis; but it unfortunately became involved with questions em- 
bracing the whole foreign policy of the countr}^ which prevented the 
adoption of permanent measures of a liberal character. 

Soon after the imperial act of 1846, w^hich had such a disastrous effect t 
upon colonial trade, delegates w'ere sent from Canada to this country to 
arrange the terms of a reciprocal free trade in certain specified articles. 
The proposition w^as favorably received by Mr. Polk's administration, 
and was ably supported in Congress by leading gentlemen of both 
parties. A bill was introduced in 1848 for reciprocal free trade with < 
Canada in certain articles, which passed the House of Representatives, - 
and w^ould probabl}^ have passed the Senate, but for the great pressure *" 
of other important m^atters. 

This bill of 1848 was considered by a portion of the people of the 
United States as strictly a colonial measure, for the benefit of the colo- 
nists only ; especially, it was supposed that it might prove prejudicial 
to the agricultural interests of this country, as Canada for a few years 
has been an exporter of wheat to a small extent; but the subject having 
since been discussed, it has exhibited itself in a new light, and is now 
considered by many as one of equal interest to the United States and 
to the colonies. 

The agriculture of a country is well considered as its most valuable 
interest. It was natural therefore, that the first question raised as to 
the policy of reciprocal trade, should have related to the effects of free 
Canadian consumption upon our agricultural interests. The accom- 
panying tables, showing the total production of wheat, rye, and corn, 
in the United States, for the year 1850, with the quantity of agricultu- 
ral produce in Canada, show that nothing is to be feared from Canadian 
consumption. 



22 ANDREWS' REPORT ON 

Agricultural Abstract — Upper and Lower Canada^ 1851. 



Lands, produce, live stock, and domestic manu- 
factures. 



Number of persons occupying lands 

Of whom those held 10 acres and under 

10 to 20 

20 to 50 

50 to 100 

100 to 200 

Over 200 

Number of acres held by the above 

" " under cultivation 

*' " " crops in 1851 

*« " " pasture 

" " " gardens and orchards, 

*' " wild or under wood 

" " under wheat 

« " " barley 



" " " rye 

" " " peas 

'» " " oats 

" " " buckwheat 

** "• " maize 

" " " potatoes 

•' " " turnips 

" " " other crops, fallow and idle , 

Produce in bushels — Wheat 

" " Barley 

Rye..... 

" " Peas 

" Oats 

*' " Buckwheat 

** " Maize 

" " Potatoes 

*« " Turnips 

'* " Clover and grass seeds 

" " Carrots 

*' " Mangel wurtzel 

" " Beans 

Plops 

Hay 

Flax or hemp 

Tobacco 

Wool 

Maple sugar 

Cider 

Fulled cloth 

Linen 

Flannel 

-Bulls, oxen, and steers 

Milch cows 

Calves and heifers 

Horses 

Sheep 

Pigs 

Pounds of butter 

" cheese 

Barrels of beef 

" pork 

*' fish 



Lower 
Canada. 



lbs. 

tons. 

lbs. 



galls, 
yards. 



Live Stock- 



94,449 

13,261 

2,701 

17,409 

37,885 

18,608 

4,685 

8,113,915 

3,605,517 

2,072,953 

1,502,355 

30,209 

4,508,398 

427,111 

42,927 

46,007 

165,192 

590,422 

51,781 

22,669 

73,244 

3,897 

649,703 

3,075,868 

668,626 

341,443 

1,182,190 

8,967,594 

530,417 

400,287 

4,456,111 

.369,909 

18,921 

82,344 

103,999 

23,602 

111,158 

965,653 

1,867,016 

488,652 

1,430,976 

6,190,694 

53,327 

780,891 

889,523 

860,850 

111,819 

294,514 

180,317 

236,077 

629,827 

256,219 

9,637,152 

511,014 

68,747 

223,870 

48,363 



Upper 
Canada. 



99,860 

9,976 

1,889 

18,467 

48,027 

18,421 

3,080 

0,823,233 

3,697,724 

2,274,586 

1,367,649 

55,489 

6,125,509 

782,115 

29,916 

38,968 

192,109 

421,684 

44,265 

70,571 

77,672 

17,135 

600,151 

12,692,852 

625,875 

479,651 

2,873,394 

11,193,844 

639,384 

1,606,513 

4,987,475 

3,644,942 

42,460 

174,895 

54,226 

18,109 

113,064 

681,682 

50,650 

764,476 

2,699;764 

3,581,505 

701,612 

527,466 

14,955 

1,169,301 

193,982 

296,924 

254,988 

203,300 

968,022 

569,237 

15,976,315 

2,226,776 

817,746 

528,129 

47,589 



Total. 



194,309 

23,237 

4,590 

35,876 

85,912 

37,029 

7,765 

17,937,148 

7,303,241 

4,347,539 

2,870,004 

85,698 

10,633,907 

i; 209, 226 

72,843 

84,975 

357,301 

1,012,106 

96,046 

93,240 

150,916 

21,032 

1,249,854 

15,768,720 

1,294,501 

821,094 

4,055,584 

20,161,438 

1,169,801 

2,096,800 

9,443,586 

4,014,851 

61,381 

257,239 

168,225 

41,711 

224,222 

1,647,335 

1,917,666 

1,253,128 

4,130,740 

9,772,199 

754,939 

1,308,357 

'904,478 

2,030,151 

305,801 

591,438 

435,305 

439,377 

1,597,849 

825,456 

25,613,467 

2,737,790 

886,493 

751,999 

95,952 



The grain crops in Lower Canada are all taken in the minot and not in the bushel, excepting 
the townships. 

Beef and pork are very incorrectly given in both parts of the province. 

The fish in Lower Canada is exclusive of the Gaspe and Bonaventure fisheries, of which 
there is a separate report. W. C. CROFTON, 

Secretary Board of Registration. 



COLONIAL AND LAKE TRADE. 23 

Abstract of the cereal produce of the United States in 1851. 



State. 



Maine 

New Hampshire 

Vermont 

Massachusetts 

Rhode Island 

Connecticut 

New York 

New Jersey 

Pennsylvania 

Delaware 

Maryland 

District of Columbia.... 

Virginia 

North Carolina 

South Carolina 

Georgia 

Florida 

Alabama , . . . . 

Mississippi 

Louisiana 

Texas 

Arkansas , 

Tennessee 

Kentucky 

Ohio 

Michigan 

Indiana 

Illinois 

Missouri 

Iowa 

Wisconsin 

California 

TERRITOniES. 

Minnesota 

Orgon 

Utah 

New Mexico 



Wheat .bushels of. 



296,259 

185,658 

535,955 

31,211 

49 

41,762 

"13,121,498 

1,601,190 

15,367,691 

482,511 

4,494,680 

17,370 

11,232,616 

2,130,102 

1,066,277 

1,088,534 

1,027 

294,044 

137,990 

417 

41,689 

199,639 

1,619,381 

2,140,822 

14,487,351 

4,925,889 

6,214,458 

9,414,575 

2,981,652 

1,530,581 

4,286,131 

17,328 



1,401 
211,943 

107,702 
196,516 



100,503,899 



Rye, bushels of. 



Indian corn, 
bushels of. 



176,233 

481,021 

26,409 

600,893 

4,148,182 

1,255,578 

4,805,160 

8,066 

226,014 

5,509 

458,930 

229,563 

43,790 

53,750 

1,152 

17,261 

9,606 

475 

3,108 

8,047 

89,163 

415,073 

425,718 

105,871 

78,792 

83,364 

44,268 

19,916 

81,253 



125 I 

106 I 
210 i 



1,750,056 

1,573,670 

2,032,396 

2,345,490 

539,201 

1,935,043 

17,858,400 

8,759,704 

19,835,214 

3,145,542 

11,104,631 

65,230 

35,254,319 

27,941,051 

16,271,454 

30,080,099 

1,996,809 

28,754,048 

22,446,552 

10,266,373 

5,926,611 

8,893,939 

52,276,223 

58,675,591 

59,078,695 

5,641,420 

52,964,363 

57,646,984 

36,214,537 

8,656,799 

1,988,973 

12,236 



16,725 

2,918 

9,899 

365,411 



14,188,639 



592,326,612 



Wheat, average price per bushel 80 cents. 

Rye do do 50 '^ 

Corn do do 45 " 



TOTAL. 



Wheat 100,503,899 bushels value. . $80,403,119 

Rye 14,188,639. . .do do.. . . 7,094,319 

Corn .592,326,612. . .do do. . . . 266,546,975 



354,044,413 



24 Andrews' report on 

The total quantitjr and value of the above, exported to all countries, 
is seen b}^ the following table : 

Wheat 1,026,725 bushels value. . $1,025,733 

Flour 2,202,335 barrels do. . . 10,524,331 

Corn 3,426,811 bushels do. . . 1,762,549 

Indian meal 203,622 barrels do . . . 622,866 

Other grain, bread, &c 520,758 



Total , 14,456,236 



It is gratifying to notice that the agricultural interests of the United 
States are increasing in a ratio proportionate to its other material in- 
terests, and that we are now exporters and not importers of agricultural 
produce. It is affirmed that the prices of grain in Mark Lane control 
the prices of grain in our exporting markets. The following table is 
therefore subjoined to show the quantity of grain imported into Eng- 
land, our principal market in Europe, from the United States and other 
foreign countries. 



COLONIAL AND LAKE TRADE. 



25 



An account for the years 1849 and 1850, respectively, of the number of quar- 
ters of wheat, barley, and oats, and of the numher of saclcs and barrels of 
flour, imported into England, Ireland, and Scotland, severally, from the 
United States of America, fiom Canada, from France, andfroin all other 
'parts of Europe, distingidshing the quantity of those articles sent from each 
country, respectively ; also stating the number of quarters of wheat to which 
the entire number of sacks and barrels of flour from each country are all 
equivalent. 



-- 






Year 1849. 












Quantities imported from— 






Articles, &c. 


The U. States 
of America. 


Canada. 


France. 


All parts of Eu- 
rope, except 
France, inclu- 
ding the Asia- 
tic parts of 
Turkey. 


All other 
parts. 


Aggregate of 
the importa- 
tion from all 
parts. 


Wheat Imported— 


Quarters. 

103,172 

2,872 

2, 097 


Quarters. 
6,747 
8,551 


Quarters. 

362,091 
10,705 
78, 535 


Quarters. 

2,251,101 
445, 05a 
419, 906 


Quarters. 
95, 050 
21,532 
42, 969 


Quarters. 
2,818,161 
483, 710 


Scotland 


Ireland 


543,507 






the United Kingdom 


108, 141 


10,298 


451,831 


8,116,057 


159,551 


3,845,878 


Wheat flour (actual weight) im- 
ported— 


Cwf. 
1,506,733 
164, 829 
97,545 


Cwf. 
258,826 
192,512 

6,755 


Cwt. 
759,455 
183,811 
113,492 


Ciot. 

91,408 
6,846 
1,534 


Ciot. 
16,638 
1,449 
6 


Oivt. 
2,632,560 
498, 94T 


Scotland 


Ireland 


218,882 






the United Kingdom 


1,769,107 


456,593 


1,006,258 


99,788 


18,093 


3,349,889 


Wheat flour (reduced to its equiva- 
lent in quarters of wheat) im- 
ported— 
Into England 


Qnarters. 

430,495 

47, (94 

27,870 


Quarters. 

73,808 

55, 003 

1,644 


Quarters. 

216,987 

88, 089 

82,426 


Quarters. 

26,117 

1,956 

438 


Quarters. 
4,754 
414 
2 


Qitarters. 
752,161 


Scotland 


142,556 




62,830 






the United Kingdom 


505,459 


130,455 


287,502 


28,511 


5,170 


957,097 


Aggregate of wheat and wheat flour 
imported- 


533,667 

49. 966 

29. 967 


80,555 

58,554 

1,644 


579,078 
48,794 
110,961 


2,277,218 
447,006 
420,844 


99, 804 
21,946 
42,971 


8,570,323 
626,266 


Scotland 


Ireland 


605,887 


the United Kingdom 


613,600 


140, 753 


738, 833 


3,144,568 


164,721 


4,802,475 


Barley imported— 






82,513 


991,697 

234,363 

64, 780 


8,596 


1,077,806 


Scotland 






284,868 








4,054 




68,884 


















86,567 


1,290,845 


3,596 


1,881,008 










Oats imported— 






1,142 


1,181,409 

74, 376 

9,791 


192 


1,182,743 
74, 876 


Scotland 






Ireland 






190 


7 


9,988 










the United Kingdom 






1,332 


1,265,576 


199 


1,267,107 











26 Andrews' report on 

Account of wheat, barley, and oats imported into England, Sfc. — Continued* 









Year 1850. 








Quantities imported from— 


Articles, Ac. 


The U. States 
of America. 


Canada. 


France. 


All parts of Eu- 
rope, except 
France, inclu- 
ding the Asia- 
tic parts of 
Turkey. 


All other 
, parts. 


Aggregate of 
the unporta- 
tion from all 
parts. 


Wheat imported— 

Into England 


Quarters. 
98,751 
1,948 


Quarters. 
6,045 
2,729 


Quarters. 

465,608 

21, 642 

108,110 


Quarters. 

1,748,661 
440,591 
565,766 


Quarters. 

172,795 
28,232 
78,122 


Quarters. 
2,491,855 
495,142 
751 998 


Scotland 












the United Kingdom 


100, 699 


8,774 


595,355 


2,755,018 


279,149 


3,738,995 


Wheat flour (actual weight) im- 
ported — 
Into England 


Cwt. 
1,897,797 
116,992 
12,869 


Cwt. 
121,012 
121,341 

2,939 


Cwt. 
1,524,512 
201,889 
198,774 


Cwt. 
97,960 
10,061 

4,603 


Cwt. 
8,379 
784 
23 


Cwt. 
3,149,660 
451, 067 


Scotland 




218,718 




the United Kingdom 


1,527,158 


245,292 


1,925,175 


112, 629 


9,186 


8,819,440 


Wheat flour (reduced to its equiva- 
lent in quarters of wheat) im- 
ported — 
Into England 


Qusti'tr.rs. 

899,371 

33,426 

3,534 


Quarters. 
34,574 
34,669 
840 


Quarters. 

435,575 
57, 6S2 
56,793 


Quarters. 

27,989 

2,875 

1,316 


Quarters. 
2.394 
224 
6. 


Quarters. 
899,908 
128,876 
62, 489 


Scotland 


Ireland. ... 






the United Kingdom 


486,331 


70,083 


550,050 


32,180 


2,624 


1,091,268 


Aggregate of wheat and wheat flour 
imported — 
Into England 


498,122 

35,374 

3,534 


40, 619 

87,898 

840 


901, 178 

79,324 

164,903 


1,776,650 
443,466 
567,082 


175,189 
28,456 

78,128 


8,391,758 
624,018 
814,487 


Scotland 








the United Kingdom 

Barley imported— 
Into England . . . . 


537,030 


78,857 


1,145,405 


2,787,198 


281,773 


4,830,263 






31,299 

58 

1,711 


746,849 

191,054 

52,835 


10,515 


788 593 


Scotland 






191,107 
56,203 








1,657 








the United Kingdom 






82,993 


990,738 


12,172 


1,035,903 








Oats imported— 






2,920 


1,044,927 
91,881 
14,678 


66 


1,047,913 
91,886 


Scotland 






Ii-eland 








14, 674 










the United Bangdom 






2,926 


1,151,481 


66 


1,154,473 









COLONIAL AND LAKE TRADE. 27 

Abstract consumption of foreign grain for four years, from 1847 to 1850. 

Quantity in quarters. Value. 

Wheat 14,238,313 at 51s. 9d. sterling $184,208,170 

Other grains 25,031,823 at 31 5 . .do 197,123,110 

Totals 39,276,136 381,331,280 



Yearly average. , 9,817,534 9 5,332,820 

Abstract of grain imported for five years, from 1846 to 1850. 

Quantity in quarters. Value. 

Wheat 16,452,555 at 52^. U- sterling 8210,769,750 

Other grains 27,485,078 at 33 . .do 225,251,885 



Totals 



.44,067,533 436,021,635 



Yearly average. . 8,813,526 



87,204,375 



Table exhibiting the flour and wheat exported from Canada in 1850 and 
1851 — year ending January 1. 



Exported to and through — 


1850. 


1851. 


Flour. 


Wheat. 


Flour. 


Wheat. 


Buffalo 


Barrels 
19,244 

260,872 
32,999 
90,988 


Bushels. 

66,001 
1,094,444 


Barrels. 

10,860 

259,875 

30,609 

11,940 


Bushels. 
101 fi'S'i 


Osweffo .••...•••••••••••4.... 


670,202 
18 195 






192,918 


626 






Total exported inland to the Uni- 
ted States 


404,103 

280,618 


1,353,363 

88,465 


313,284 
371,610 


790,678 
161,312 






Total exported «.... 


684,721 


1,441,828 


684,894 


951 990 






Decrease in inland export to the 1 
Increase in sea export Canada. . . 


Jnited States 


90,819 
90,992 


562 695 




72 847 







Total quantity imported into the United States from Canada /f for the year 

ending June 30, 1852. 

Wheat, bushels 870,889 value, $609,681 

Flour, cwt 496,201 1,008,928 

Rye, oats, &c., &c 203,570 



1,802,179 



* Exported by sea via Montreal and Quebec, 
t All from Canada except |68,708. 



28 ANDREWS' REPORT ON 

Of the above, there was exported to Eno^land, viz: 

Wheat, bushels 427,615. . . .^ value, W55.204 

Flour, cwt „ 343,533 924.079 



1,379,283 



To the British North Americaa colonies other than Can- 
ada, viz: 

Wheat, bushels 24,259 value, $23,132 

Flour, cwt .,139,661 346,895 

370,027 

Total 1,749,310 



Total domestic flour ^ ^c.y exported from the United States to the Biitish 

North American colonies. 



TO CANADA. 



Wheat. . . .208,130 bushels value, $150,288 

Flour 51,176 barrels 191,750 

Corn 88,306 bushels 39,158 

Other grain 6,911 



388,107 



TO OTHER BRITISH N. A. COLONIES OTHER THAN CANADA. 

Wheat 261,971 bushels value, S220,S19 

Flour. . . . .200,664 barrels 945,387 

Corn 101,169 bushels 66,199 

Meal, Indian. 57,273 barrels 173,537 

Meal (rye) and other grains 172,187 

1,577,629 



It will be easily seen by these tables that the whole of the Canadian 
wheat, &c., imported in bond, is re-exported to England and the colo- 
nies; and also, in addition, that the export to Canada and the colonies, 
for their consumption, is nearly two millions of breads Luffs the produce 
of the United States 

The upper province, generally known as Canada West, has a greater 
interest in a free intercourse with the United States than Lower Canada 
or Canada East. The origin, language, and other distinctive features 
of the inhabitants of Lower Canada, make their affinhies with the 
United States much less than those of the Upper Canadians. More- 
over, the geographical position of Upper Canada makes New York a 
more convenient, while it is at the same time a larger and more secure 
market for her produce, than Montreal or Quebec. The various lines 



COLONIAL AND LAKE TRADE. 



29 



of railway, leading from the Atlantic to the lakes, give to the inhabi- 
tants of the upper province facilities of communication with New York, 
during a part of the year when access to Quebec is extremely difficult. 
The canal tolls levied by the State of New York on Canadian pro- 
duce passing through her canals toward tide-w^ater, amounted, in two 
years, 1850 and 1851, as near as could be ascertained, to over six hun- 
dred thousand dollars ; and property passing through the same channels 
fiom tide-water, for the same period, probably paid half as much more; 
making about four hundred and fifty thousand dollars annually con- 
tributed by the Canadian trade to New York canals. 

Imports into Canada from the United States^ giving the i^rincipal articles 
and values , for the year 1851. 



Articles. 



Vah 



Tea 

Tobacco 

Cotton manufactures 

Woollen manufactures 

Hardware manufactures 

Wooden ware 

Machinery 

Boots and shoes 

Manufactures of leather .... 

Hides 

Tanned leather 

Oil, not palm 

Paper 

Rice 

Sugar 

Molasses 

Salt 

Glass 

Coal 

Furs 

Manufactures of silk 

Manufactures of India rubber 

Dye stuffs 

Coffee 

Fruit 

Fish..... 

Uneaumerated 



$893,216 

403,860 

565,124 

439,260 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,99S 

19,920 

278,468 

19,296 

79,816 

18,828 

38,652 

44,264 

80,768 

53,960 

12,680 

116,988 

81,144 

17,544 

1,780,372 



8,788,712 



30 



Andrews' report on 



Exports from Canada to the United States, giving the principal articles a 
values, for the year 1851. 



Articles. 



Values. 



Ashes 

Lumber 

Shingles 

Cattle of all kinds and sizes . 

Horses. 

Wool 

Wheat 

Flour 

Barley and rye 

Beans and peas 

Oats 

Butter 



Unenumerated 



$65,992 

766,628 

20,732 

140,176 

185,848 

41,896 

491,760 

1,181,484 

75,596 

41,588 

135,708 

38,004 

38,008 

1,705,664 



4,929,084 



As can be seen by referring to table No. 9, in Canadian returns, the 
dutiable and free goods are thus stated for the year 185 1 : 

Dutiables imports into Canada from the United States $7,971,380 

Free imports into Canada from the United States 1,147,388 

*9,118,768 



Amount of duties collected on $7,971,380 is $1,166,144, or about 
14| per cent. 

The active character of the inland trade between Canada and the 
United States may be seen by the following statement of the tonnage 
inward and outward : 





INWARD. 


OUTWARD. 


TOTALS, 




American. 


British. 


American. 


British. 


Inward. 


Outward. 


Steam 

Sail 


1,224,523 
139,867 


845,589 
202,039 


753,318 
153,670 


564,089 
206,361 


2,070,112 
■ 341,906 


1,317,407 
360,031 






Total 


1,364,390 


1,047,628 


906,988 


770,450 


2,412,028 


1,677,438 



Inward and outward. 

Steam— American $1,977,841 

British 1,409,678 



$3,387,519 



Sail — American 
British 



293,537 

408,400 



701,937 



Grand total, inward and outward 4,089,456 



* The discrepancy between this and other amounts is explained in a note in table No. 9. 



COLONIAL AND LAKE TRADE. 



ai 



The total amount imported from Canada into the United States for 
the three years, ending June, 1851, is, by commerce and navigation 
report, ^11,156,342 — on which the following amount of duty has been 
collected, as will herewith appear : 

Statement of revenue collected in the different districts of the United States 
bordering on Canada, from 1849 to 1851, inclusive, (three years.) 



Districts. 



Gross revenue. 



Vermont 

Champlain 

Oswegatchie 

Cape Vincent 

Sackett's Harbor... 

Oswego 

Genesee 

Niagara 

Buffalo 

Erie, (Presque Isle) 

Cuyahoga 

Sandusky 

Miami 

Detroit 

Michilimackinac 



Chicago 



...., 



P81,915 02 

133,326 68 

42,842 41 

22,410 78 

16,603 54 

273,173 92 

45,324 m 

44,076 44 

148,740 03 

1,155 26 

126,677 24 

34,018 44 

244 54 

47,935 42 

1,797 42 

10,670 41 



1,130,912 21 



Expenses of 
collection. 



$27,472 47 
22,965 22 
16,002 22 
14,222 58 
27,000 95 
38,210 43 
13,368 47 
21,277 69 
49,601 19 
31,924 35 
13,228 71 
5,927 49 
2,470 40 
32,868 22 
4,535 02 
10,360 73 



331,436 14 



Net revenue. 



$15^442 55 

*109,751 44 

26,840 19 

8,188 20 

1234*947*50 

131,722 QQ 

22,798 75 

1198,885 78 



28,090 95 

'isloefio 



§154 75 



844,338 50 



Excess of 
expenses. 



P0,397 41 



30,769 09 



2,225 86 



2,737 60 



46,129 96 



Mem. 



The first proposition for reciprocal free trade was confined to Canada 
alone, and limited to certain natural products of either country ; but 
the question has since taken a wider range. It is now believed that 
an arrangement can be effected and carried out for the free interchange 
between the United States and the colonies, of all the products of either 
whether of agriculture, of mines, of the forest, or of the sea, in con- 
nexion with an agreement for the free navigation of the rivers St. 
Lawrence and St. John, the concession of a concurrent right with 
British subjects to the sea fisheries near the shores of the colonies, and 
the remission of the export duty levied in New Brunswick on timber 



* After deducting ^610 02 — moiety of sales merchandise distributed per act April 2, '44, s. 3. 

T " " 15 99 — duties on merchandise refunded. 

i " " 233 53 — expenses attending prosecutions. 

jl " " 253 06 — moiety of sales merchandise distributed per act April 2, '44,8. 3. 

§ " " 154 93 — duties on merchandise refunded. 

Total 1,267 53 — deducted from net revenue. 

RECAPITULATION. 

Gross revenue $1,130,912 21 I Net revenue $844,338 50 

Expenses 331,436 14 Excess of expenses 46,129 96 



Add amount deducted. 



793,208 54 
1,267 53 



r99,476 07 



32 ANDREWS' REPORT ON 

and lumber cut within the limits of the United States, and floated down 
the river St. John, for shipment to American ports. , 
/ The free navigation of the St. Lawrence was a prominent subject of 
discussion during the administration of John Quincy Adams. At this 
time it is greatly desired by all those western States bordering on the 
I great lakes, as their natural outlet to the sea. 

The free navigation of the St. John has been rendered absolutely 
necessary by the provisions of the treaty of Washington, and it would 
be a great advantage to the extensive lumber interest in the northeast- 
ern portion of the Union. The repeal of the export duty on American 
lumber floated down the St. John to the sea would be but an act of 
justice to the lumbermen of that quarter, upon whom it now presses 
severely, and who have strong claims to the consideration of the gov- 
ernment. 

At present there are no products of the colonial mines exported to 
the United States, except a small quantit}^ of coals from New Bruns- 
wick, and a larger quantity from the coal fields of Nova Scotia and 
Cape Breton. A notice of these coal fields, and a statement of the 
quantity of coals exported from them to the United States, will be found 
under the head of Novia Scotia. 

- A free participation in the sea fisheries near the shores of the colo- 
nies is regarded as the just prescriptive privilege of our fishermen. 
Without such participation, our deep-sea fisheries in that region will 
become valueless. 

With reference to this important subject, the undersigned feels that 
he would be wanting in his duty to the government if he did not ear- 
nestly call its attention to the critical state of the colonial fishery ques- 
tion, which, owing to a recent demonstration of imperial and colonial 
policy, has assumed a very threatening aspect. 

Since the Fishery Convention of 1818, by which this government, on 
behalf of American citizens, renounced forever their right to fish within 
three marine miles of the seacoast of New Brunswick, Nova Scotia, 
and Prince Edward Island, many of the hardy and industrious fisher- 
men of our country have been compelled to pursue their adventurous 
calling (the importance of which cannot be over-estimated) near the 
I shores of these colonies, in a manner by no means creditable to the 
standing or character of the people of the United States. 

The files of the State Department furnish abundant evidence of the 
losses sustained by our citizens in consequence of their vessels having 
been seized and confiscated for alleged violations of the fishery conven- 
tion, to which the necessities arising from the nature of their pursuit 
compelled them. 

For several years past, the colonists have constantly urged the im- 
perial government to station an armed force on their shores, *' to pro- 
tect the fisheries from the unjustifiable and illegal encroachments of 
American fishermen." The force hitherto provided has not been such 
as the colonists desired, having usually been limited to three or four 
vessels, under the command heretofore of discreet officers of the Royal 
Navy, who have generally exercised the powers with which they were 
invested with liberal discretion. 

With the view of" bringing matters to a crisis, the colonial legisla- 



COLONIAL AND LAKE TRADE. Wo 

tures have lately renewed their appeals to the imperial government for 
aid to drive American fishermen from their shores, and compel them to 
follow their calling in places where fish are not so plentiful or so easily 
caught. And in order to show their own determination, the provinces 
of Canada, Nev/ Brunswick, and Nova Scotia have entered into an 
agreement to provide a certain number of small cruisers, at their own 
expense, to be stationed at various places agreed upon, to assist in 
effecting the object they desire. 

The last appeal of the colonial authorities has been viewed favor- 
ably by the new administration of Earl Derby. A change has taken 
place in the British policy with reference to this fishery question ; and 
a circular letter has been sent to the governors of the several colonies, 
announcing that her Majesty's government has resolved to send a small 
force of armed vessels and steamers to North America, to protect the, 
fisheries against foreign aggression. The colonial governments have 
fitted out six cruisers, fully manned and armed, which have sailed for 
the best fishing grounds, and there is imminent danger of a colHsion. 
The colonial cruisers threaten to make prize of every vessel " fishing 
or preparing to fish," within certain limits, which the colonial authori- 
ties contend are within three marine miles beyond a line drawn from 
headland to headland, and not three miles from the shores of the coast, 
which our citizens contend is the true reading of the convention. 

Our fishermen generally entertain the conviction that the threatened 
exclusion by the British and colonial governments is a violation of rights, 
accruing to them under the laws of nations applicable to this subject 
and to that region, fortified by former use, till it has well nigh created 
a right by prescription ; and many regard such threatened exclusion as 
an illiberal and uncalled for measure at this period, doing the British or 
the colonies no good, while it injures them seriously. In such a state 
of feeling it is next to impossible to prevent difiiculties and collisions 
between them and the British authorities, and wrongs may be done on 
both sides. Every dictate of prudence and of wise policy, and just 
protection to our citizens against an uncalled for interference by impru- 
dent subordinates, therefore, imperiously demands that the Federal gov- 
ernment should, as soon as practicable, dispatch to those waters, and 
maintain there, a respectable naval force, under command of discreet 
officers. It may be here not inappropriately observed, that ships-of-war 
bearing the American flag is a rare spectacle in the waters of Maine, 
while British armed vessels often visit our coast and harbors. 

In conclusion, the undersigned would respectfully state, that, although 
the returns and statements herewith submitted furnish gratifying evi- 
dences of the commercial intercourse between the United States and 
the British North American colonies, and although those returns may 
be deemed perfectly correct, having been derived from official sources, 
yet it is proper for him to remark, that they do not represent the whole 
value of the trade. 

It is well known that in many instances colonial produce is entered 
at prices much below its real value ; and on the northeastern and north 
western frontiers of the United States there is ever an active barter 
trade carried on with the neighboring colonies, of which no account can 
be taken by the public officers on either side. It is therefore perfectly 
3 



34 Andrews' report on 

within bounds to estimate the entire exports of the United States to the 
British North American colonies as now amounting to eighteen milUons 
of dollars annually. 

It is universally admitted that it would be much better to place this 
border trade on a different basis, and under the influence of a higher 
principle. This would enable us to mature and perfect a complete 
system of mutual exchanges between the different sections of this vast 

J continent ; an achievement not only wise and advantageous, but worthy 
of our high civilization. 

It has been remarked by a learned writer, (Lord Lauderdale, on 
Pubhc Wealth,) that " Those trades may be esteemed good which 
consume our products and manufactures, upon which the value of our 
land and the employment of our poor depend; that increase our sea- 
men and navigation, upon which our strength depends ; that suppty us 
with such commodities as we absolutely want for carrying on our trade, 
or for our safety, or carry out more than they bring in, upon which our 
riches depend." 

The trade with the colonies fulfils all these considerations. It takes 
from us largely of those products and manufactures which enhance the 
value of our soil, and give profitable employment to the labor of our 
people. It greatly increases our ships and the numbers of our seamen, 
giving us the means of maintaming our navy, and adding materially to 
our strength as a nation. It supplies us cheaply with those commodi- 
ties we absolutely require for conducting our foreign trade, and sup- 
plying the necessities of home consumption. And lastly, it carries out 
infinitely more than it brings in, and so adds vastly to our individual 
and national riches. 

The undersigned has the honor to be your obedient servant, 

L D. ANDREWS, 

United States Consul. 

Hon. Thomas Corwin, 

Secretary of the Treasury, Washington. 



COLONIAL AND LAKE TRADE. 



3^ 



PART 1. 



THE DEEP-SEA FISHERIES 



T^e Bay of Fundy, along the coast of Nova Scotia, on the Grand Bank 
of Newfoundland, and within the Gulf of St. Lawrence. 

In connexion with the pending question of commercial reciprocity 
between our country and the British North American provinces, and 
as concerning the interests of a large and valuable class of citizens in 
the fishing towns of New England, the fisheries on the Atlantic coast 
of Nova Scotia, as also those within the Gulf of St. Lawrence, neai 
the shores of Cape Breton, Prince Edward Island, New Brunswick, 
and that part of Canada known as Gaspe, occupy a prominent position. 

It is sufficient at this moment to state that, except near certain por- 
tions of the coasts of Newfoundland and Labrador, and around the 
Magdalen islands, our citizens are not permitted to fish, save at the 
distance of three marine miles fi'om the land. 

It has been contended by the provincial authorities, acting under the 
opinion of the law-officers of the Crown in England, that these three 
miles are to be measured from headland to headland, and not from the 
bays or indents of the coast. Under this construction of the convention 
of 1818, our vessels have been sometimes seized and confiscated ; but 
the imperial government has inclined to the opinion that this construc- 
tion of the convention was too strict, and that our vessels might enter 
bays, straits, or estuaries, the entrances to which were more than six 
miles wide. 

But even this modified construction of the convention bears hardly 
upon our industrious fishermen in a variety of ways, as I now proceed 
to show. 

The fishing grounds to which our vessels principally resort are in 
the bay of Fundy ; along the Atlantic coast of Nova Scotia ; around 
Sable island; on the Grand Bank of Newfoundland; and everywhere 
within the Gulf of St. Lawrence, as far north as the entrance to Davis's 
Straits, beyond the straits of Belleisle. 

Our vessels principally fish for cod and mackerel, although they also 
take herrings at the Magdalen islands, or on the coast of Labrador. It 
is true that they have a concurrent right of fishing on the west coast of 
Newfoundland with the fishermen of England and France, and a 
joint right of fishing, with British subjects, on the coast of Labrador 
and at the Magdalen islands ; as also the right of landing at such places 
on those coasts as are uninhabited, for the purpose of curing and drying 



36 Andrews' report on 

their fish ; but this privilege is seldom, if ever, exercised, because it is 
of no practical value to our fishermen. 

Those portions of the coasts of Nova Scotia, Cape Breton, Prince 
Edward Island, and New Brunswick, on which it would be advan- 
tageous for our fishermen to land for purposes connected with the 
fishery, are prohibited by reason of their settlement and actual occu- 
pation, while they are shut out from the best fishing grounds by reason 
of the convention of 1818, w^hich excludes them from taking fish within 
three marine miles of the coast, within which distance the best fish are 
often found in greatest abundance. 

The limits claimed by the British authorities under that convention, 
if strictly enforced, would exclude our fishing vessels from the bay of 
Chaleur, the bay of Miramichi, the straits of Northumberland, and 
George's bay, within which the greatest quantities of the best mack- 
erel are now taken annually. 

If an arrangement could be made by which our fishermen would 
have the right to fish within three miles of the land, wheresoever they 
pleased, on the shores of the provinces, and also the right to land on 
those shores anywhere — first agreeing with the owner or occupant of 
the soil for the use of the necessary ground for fishing stations — ^it would 
tend greatly to increase the quantity of fish taken, would furnish the 
market with a well-cured article, enhance the profits of fishing voyages, 
and lead to a considerable extension of the number of vessels and men 
now employed. 

The codfish caught in the Gulf of St. Lawrence, by our fishermen, 
are pickle-salted in bulk, on board the vessels, as they are caught, and 
are thus brought home to be afterwards dried and cured. A liberal 
supply of salt is used, in which the fish first caught lie four months, 
and the last caught, one month. The vilalky, so to speak, of the meat — 
its strength and flavor — is quite destroyed. When unladen from the 
vessel, the fish are found to be of a dead, ashy color, instead of the 
bright, wholesome hue which good fish should have ; and so brittle as 
scarcely to bear handling — with hardly any smell or taste, except that 
imparted by salt. The home consumption of such an unpalatable 
article is gradually diminishing, while the inferiority of the cure deprives 
us of the advantages of foreign markets, for which these fish are wholly 
unsuited. 

The mackerel taken in the gulf by our fishermen are split, salted, 
and dressed while the vessel is under way ; and it often happens that 
a full fare is made in four or five days, when these fish are plentiful. 
In such case the vessel, being full, must leave the fishing when at its 
best, and make a long voyage to her port of return, in the northern 
States, in order to discharge; and before she can again reach the ground 
the chances are that the fish have disappeared, or that the season is 
over. 

If our mackerel fishers could remain upon the fishing ground during 
the whole season — touching at some convenient station occasionally, to 
land the fish on board, and thus keep their vessels in good sailing trim — 
five or six fares could be made in each season, instead of the two 
fares, which they rarely exceed at present. The right of fishing within 
three marine miles of the land is very important, as regards the mack- 



COLONIAL AND LAKE TRADE. 37 

erel fishery ; because the best and fattest fish are generally found in the 
largest schulls, in close proximity to the shore. 

To the cod-fisher the right to dry and cure his fish on shore would 
also be important. The vessel could be kept in better trim, and fresh 
bait could be more readily procured ; the fish would be more perfectly 
cured and fitter for food than under the present mode of salting and 
curing. A superior quality of this description of fish would open to us 
not only the market of California, but also several foreign^ markets 
from which our fish are now excluded, b}'" reason of their imperfect 
cure. 

Immediately after the disappearance of the ice in the Gulf of St. 
Lawrence, every spring, vast quantities of herrings draw near the 
shores, in order to deposite their spawn. Our fishermen cannot partici- 
pate in this fishery, because they are unable to enter the gulf so early. 
The quantity of ice passing out by Cape Breton prevents their doing so 
until the season for this prolific fisher}^ has passed. If our fishermen 
could land and set up fishing stations on the coasts within the Gulf of 
St. Lawrence, they might send iiome the season's catch by freighting 
vessels, and winter their boats and part of their vessels there. In such 
case they would be ready to participate in the early herring fishery 
the moment the ice left the shores ; and, having procured a sufficient 
quantity for curing, they would also be furnished with an ample supply 
of bait for the early cod-fishing, which is excellent. As tiie herrings 
approach the shores they are naturally followed by the cod, which 
feed upon them. In the early part of May the cod are found in great 
abundance within half a mile or a mile of the land, in very shoal water; 
of course, they may be taken with perfect ease, and therefore with 
much profit. 

Instead of returning to their port of ownership with the fares of her- 
ring and cod which might thus be taken before our vessels are now 
able to enter the gulf, these cod would be dried and cured in the best 
manner by shore crews, and rendered fit for any market. The ves- 
sels and their fishing crews might at the same time be constantly and 
profitably occupied in pursuing closel}^ the several fisheries, as they 
succeed each other, throughout the entire season, securing the best fish 
of every description in the largest quantities. By leaving some of the 
boats and vessels on the coast, the fisheries, especially that for mack- 
erel, might be prosecuted until some time after the period when our 
vessels are now obliged to leave the gulf on their homeward voyage, at 
which late period the finest fall mackerel are always taken. 

Permanent fishing stations within the gulf, with boats and vessels 
always there, would render the fishing season considerably longer for 
our fishermen. They would then share in the early spring and late 
fall fisheries, from both which they are now excluded by the existing 
arrangements. 

It is only necessary to advert to the frightful loss of life and property 
which occurred in the Gulf of St- Lawrence last October, to show how 
advantageous it would be to our citizens if, instead of remaining at sea 
through the heavy gales which frequently occur in the gulf, their fishing 
vessels had each some convenient fishing station, well sheltered, to 



38 ANDREWS* REPORT ON 

which ihey could resort at all times, and where the crews could be ren- 
dered useliil on shore during the continuance of bad weather at sea. 

NAVIGATION OF THE ST. LAWRENCE. 

In connexion with the right to land and cure fish on the shores of the 
gulf, the free navigation of the river St. Lawrence becomes a matter of 
much importance. 

The fish caught by our fishermen in the gulf, instead of being sent by 
the long and dangerous voyage around Nova Scotia, in order to reach 
some port in the Union from whence to be sent into the interior, might, 
when ready for market, be shipped in our own vessels from the fishing 
stations on the coast, and these vessels, proceeding up the St. Law- 
rence, might reach any or all of the ports or places on the great lakes, 
where a supply of sea-fish is highly prized. 

The numerous and constantly increasing body of consumers in the 
great West, even to its remotest extremity, would thus be furnished 
with good fish at reasonable rates, caught and cured by our own hardy 
fishermen, and transported in our own vessels. 

FRENCH FISHERIES AT NEAVFOUNDLAND. 

The recent movements in France with regard to bounties on fish 
caught at Newfoundland, and exported to foreign countries, are singu- 
larly interesting at the present time, because it will be found, from what 
follows, that the changes which take place during the present year in 
the allowance of those bounties are calculated to exercise a powerful 
effect on the deep-sea fisheries of the United States.* 

Hereafter we are to have fish caught and cured by citizens of France, 
entering our markets under the stimulus of an extravagant bounty, to 
compete with the fish caught and cured by our own citizens. 

This altogether new and unexpected movement on the part of France 
has already attracted attention, and excited much interest and uneasi- 
ness among the fishermen of the eastern States. The matter at present 
stands thus : 

The law of France which granted bounties to the sea fisheries being 
about to expire, the project of a new law was submitted to the National 
Assembly on the 20th December, 1850, by the government. An able 
report on these fisheries was at the same time submitted, which, among 
other things, sets forth that the bounties paid by France during the 
nine years from 1841 to 1850, inclusive, for the cod-fishery only, had 
amounted to the mean annual average of 3,900,000 francs ; the number 
of men employed annually in this fishery amounting to 11,500 on the 
average. The annual expense to the nation was therefore 338 francs 
per annum for each man. France, it is said, thus trains up able and 
hardy seamen for her navy, who would cost the nation much more if 
they were trained to the sea on board vessels of war. 

* Translations of recent legislative documents of the National Assembly of France are ap- 
pended to this report, and to these reference is made for full particulars. For these and other 
valuable documents the undersigned is indebted to Hon. Abbott Lawrence, minister at the 
court of St. James, to whom his best acknowledgments are justly due, and are respectfully 
tendered. 



COLONIAL AND LAKE TRADE. 39 

A committee of the National Assembly reported at length upon the 
proposed law, and the state of the deep-sea fisheries. From this re- 
port, it appears that these fisheries, although enjoying large bounties 
and privileges, were languishing, owing to the great distance at which 
they are conducted, and a farther increase of bounties on exportation 
was recommended, in order to stimulate their drooping energies. Upon 
this elaborate report, the National Assembly passed the proposed law 
on the 22d July, 1851. It provides that, from the first day of Janu- 
ary, 1852, until the 30th June, 1861, the bounties for the encourage- 
ment of the cod fishery shall be as follows : 

BOUNTIES TO THE CREW. 

1. For each man employed in the cod fishery, with drying, on the 
coast of Newfoundland, at St. Pierre, and Miquelon, or on the Grand 
Bank, 50 francs. 

2. For each man employed in the fisheries in the seas surrounding 
Iceland, without drying, 50 francs. 

3. For each man employed in the cod fishery on the Grand Bank, 
without drying, 30 francs. 

4. For each man employed in the fishery on the Dogger Bank, 15 
francs. 

BOUNTIES ON THE PRODUCTS OF THE FISHERIES. 

1. Dried cod of French catch, exported directly from the place where 
the same is caught, or from the warehouse in France, to French colo- 
nies in America or India, or to the French estabhshments on the west 
coast of Africa, or to transatlantic countries, provided the same are landed 
at a 'port where there is a French consul, per quintal metrique, ' (equal to 
220J pounds avoirdupois,) 20 francs. 

2. Dried cod of French catch, exported either direct from the place 
where caught, or from ports in France, to European countries or foreign 
States within the Mediterranean, except Sardinia and Algeria, per 
quintal metrique, 16 francs. 

3. Dried cod of French catch, exported either to French colonies in 
America or India, or to transatlantic countries, from ports in France, 
without being warehoused, per quintal metrique, 16 francs. 

4. Dried cod of French catch, exported direct from the place where 
caught, or from the ports of France, to Sardinia or Algeria, per quintal 
metrique, 12 francs. 

BOUNTY ON COD LIVERS. 

5. Cod livers which French fishing vessels may bring into France as 
the product of their fishery, per quintal metrique, 20 francs. 

From the foregoing scale of bounties, it will be seen that there are 
some grounds for the fears entertained by the fishermen of New Eng- 
land, that the dried cod caught and cured by the French at Newfound- 
land, will be introduced into the principal markets of the United States, 



4fJ ANDREWS* REPORT ON 

with the advantage of a bounty veiy nearly equal to two dollars for 
each American quintal — a sum almost equal to what our fishermen ob- 
tain for their dried fish when brought to market. It must not be over- 
looked, either, that, besides this excessive bount}^ on fish exported to 
transatlantic countries, the French fishermen will enjoy also the bounty 
of fifty francs (almost ten dollars) per man for each of the crew, a far- 
ther bounty of twenty francs per quintal metrique on the cod-oil which 
he lands in France ; and farther, an almost entire remission of the duties 
on salt used at Newfoundland. 

With competition at hand so encouraged and stimulated, it will soon 
be necessary to give our fishermen every facility and advantage for pur- 
suing their business which by an}^ possibility can be procured for 
them. 

By the treaty of Pari§ of 1824, the French were restored to the 
£sheries at Newfoundland. They in a short time took possession of the 
west coast and the northeast coast, and under the high stimulus afforded 
by their heavy bounties, they nearly drove the British fishermen off of 
those coasts, and competed successfully with them in the foreign mar- 
kets they had previously supplied. 



COLONIAL AND LAKE TRADE. 41 



PART II. 



THE TRADE OF THE LAKES. 

In obedience to your instructions, the following detailed report is 
submitted on the condition, history, and prospects of the trade and com- 
merce of the great lakes of America ; the character, nature, quality, 
and value of their imports, exports, and coastwise shipments; the 
places where originated, and whether on the increase or decrease ; the 
present enumeration of their entrances, clearances, tonnage, and 
crews, whether progressive or retrogressive ; with comparative state- 
ments of the present and past 3^ears ; the facilities and obstructions to 
their free navigation and the transportation of goods; the internal im- 
provements completed, under way, projected, or imperatively re- 
quired; the character for productiveness, whether of agricultural or 
mineral wealth, or of that arising from fisheries or the forest of the cir- 
cumjacent districts ; the growth, prospects, and {)resent condition of the 
harbors, light-houses, beacons, piers, and other works indispensable to 
secure navigation; and, lastly, the farther works of construction, re- 
moval of obstacles, and general improvements of navigation, requisite 
for the development and exploration to the fullest extent of the inesti- 
mable resources of these noble waters, and the vast territories sur- 
rounding them. • 

It has been difficult to obtain much information and full detailed 
statements on some of these points, owing, it is believed, to the absence 
of proper legal requirements and authoritative departmental instruc- 
tions in that respect, and the want of means (except at the private 
expense of the officers and others) of furnishing such statistical data. 
Most of the officers of the customs on the lake frontier are attentive, 
and are desirous of furnishing all the statistical and general information 
in their power, and many of the citizens engaged in trade and com- 
merce, and in the shipment and transportation of produce and mer- 
chandise, and especially incorporated companies or associations, have 
frequentl}^ furnished the public with useful information on the lake 
trade and commerce. 

The interests of those engaged in such business are ordinarily ad- 
vanced by expositions of such data. But full and authentic data, in 
proper form for ready compilation and condensation into intelligible 
tabular statements, especially those for comparison, cannot be obtained 
without legal provision to such end, and particular departmental in- 
structions presenting uniform abstracts. Funds are also necessary, to 
compensate the time and labor devoted to such important service. 
Several of the most valuable revenue officers on the lake and inland ^ 
frontier now receive inadequate compensation for their faithful and 



42 



ANDREWS REPORT ON 



onerous services. And with respect to federal officers, punctuality/ 
should be enforced by legal enactments. The organization of a sta- 
tistical office, the duties of which should include the decennial census, 
as a permanent bureau attached to the proper department at Washing- 
ton, to which full information and data from all the departments and 
offices at the seat of government and throughout the Union, and from 
all our officers abroad, should be rendered, and which could obtain 
like information from the State governments and other trustworthy 
sources, and from foreign governments likewise, might prove eminently 
useful. 

Properly established, and conducted by intelligent, accurate, indus- 
trious persons, it might easily collect quarterly all the requisite data of 
our trade and commerce with foreign countries, of our internal trade 
and commerce, of our internal improvements and internal transporta- 
tion, of our growing resources in every quarter, and of our coastwise 
trade. And all statistical data that might be wanted, could be advan- 
tageously pubhshed in advance of every session of Congress. That 
such information would be invaluable to the statesmen of this country 
who seek to legislate upon national principles, no one can deny. That 
vigilant detector, the public press, would then be enabled to expose 
errors or fallacies in time to prevent their causing inconvenience. 

Other governments, less liberal than ours, seek such information to 
enable them to find new objects for taxatw7i. It would be especially 
important to ours as enabling it to abolish indirect or direct restrictions 
and burdens upon the advancement of every branch of industry, as 
it might then do without danger of mistake as to the facts. The para- 
mount duty of this government is to relieve the people from all un- 
necessary taxation, and this measure would tend to further such object. 
Congress would not then, as is now too often the case, be compelled to 
•legislate on such subjects in the dark, by conjecture, or, what is infi- 
nitely worse, upon the false data and incorrect and deceptive statistics 
furnished by interested persons. 

Notwithstanding the difficulties now existing, it is believed that an 
approximation, sufficiently near the reahties of the case to convey 
an adequate understanding of the subject, has been attained in the 
following pages ; and that the results, as shown, will be ahke gratify- 
ing to the enhghtened and patriotic statesman, as displaying the imi- 
mense development and incalculable prospects of the resources of his 
country, and astonishing to the casual observer, who has, it is probable, 
never regarded the lake trade of the West as the right arm of the 
nation's commerce, or its area as the cradle of national wealth, pros- 
perity, and progress. 

For the convenience of reference and comparison, as well as from 
regard to historical and geographical propriety, the matter collected 
on this subject has been thus divided and arranged. 

A review, general and detailed, of each of the lake districts of col- 
lection, seventeen in number, commencing from the Vermont district 
to the eastward as the first, and among the first constituted, and thence 
proceeding westward to the head of Lake Superior. 

To each of these districts is attached a synopsis of such commercial 
and custom-house statistics as were attainable, and found to be to the 



COLONIAL AND LAKE TRADE. 43 

point; also, a general synopsis of the lakes, severally, with their trade 
and back countries ; and, added to these, detailed statistical tables in 
reference to the whole of the great St. Lawrence basin. 

To enter in this place on a discussion to prove what is so generally 
admitted as the advantages accruing to a country from a various and 
extensivt^ commerce, would be superfluous ; but, nevertheless, so little 
appears to be known, and such limited interests to be felt, in relation 
to our own internal commerce, and to its bearing on the trade and 
prosperity of the country at large, that a few words on its nature, past 
history, present requirements, and bearing on our commercial, social, 
and political condition, will not, it is presumed, appear entirely imper- 
tinent. 

In the first place, the general self-gratulation of the people and their 
legislators at the fact that within scarcely a century's lapse our foreign 
commerce has grown up to be second only to that of Great Britain, 
and to threaten it also with rivalry, appears to have blinded them to 
a perception of the difference of the circumstances attending maritime 
and inland navigation ; of the reasons why the latter requires aid 
from the public to eflfect what in tlie former is safely left to the means 
and enterprise of individual communities ; and, lastly, of the prepon- 
derating influence of the latter on the former branch of national pros- 
perity. It appears, moreover, to have led casual observers to the opin- 
ion that, because our maritime commerce has experienced so wonder- 
ful an increase under circumstances somewhat untoward, it could have 
made no greater or further progress if liberally fostered by the hand of 
government ; and, secondly, that because one branch of commerce has 
so succeeded, all other branches can so succeed. 

To these propositions it may be replied briefly : 

First. That the maritime commerce merely exports to foreign mar- 
kets the surplus productions of our country, whereby to purchase im- 
ports from the same or similar markets. 

That this maritime commerce is sustained for the most part by 
opulent commercial communities, on whom no burdens rest, at farthest, 
but the construction of their own harbors and their maintenance. 

That without a supply of produce for exportation, the foreign com- 
merce would be carried on under such an adverse balance of trade as 
would be injurious rather than profitable. 

That, for the present, the preponderance of our foreign exportations 
must be of raw material, as agricultural produce, produce of the forest, 
the fisheries, and the field. 

That even when this ceases to be the case, and our articles of ex- 
port shall be more largely manufactures and articles of luxury, in lieu 
of raw produce, the necessity of raw produce to the seaboard and the 
large commercial cities will still exist and increase, from the necessity 
of supplying material and subsistence for the commercial or manufac- 
turing population. 

That of those articles of" raw material which are neither shipped as 
foreign nor used as domestic provision, such as minerals and metals, 
every ton native, brought into the domestic market and manufactured 
at home for home use, supplants so much of foreign raw material or 



44 Andrews' report on 

manufacture, and tends thereby so far to change the balance of trade 
in our favor. 

It is contended by some political economists, that of nations engaged 
in commercial pursuits, the largest exporters and the smallest import- 
ers must be the gainers, since a large excess of importation must cause 
a drain of the precious metals to pay for such excess. It does not 
follow that if this be true as to foreign or maritime commerce, it is 
-equally so as to inland or interior trade. 

The former cannot exist but by means of the latter ; the latter may 
exist, and in some sort flourish, without the aid of the former. 

Again, for articles of bulk and weight, no means of transportation 
can compete with water carriage, especially for great distances. It is 
the best and the cheapest. 

This, then, is the position of our inland and maritime navigation and 
-commerce ; the former is the feeder of the latter, the source of its 
greatness ; for at such a vast distance do our granaries and storehouses 
of agricultural and mineral wealth lie from our marts and workshops, 
that but for the network of lakes, rivers, and artificial improvements 
with which our country is so wonderfully intersected, they could never 
foe rendered available for exportation or home consumption on the sea- 
board, and in the old and thickly settled districts. 

These considerations show the interest which the external or mari- 
time commerce has in the advancement of the lake trade and naviga- 
tion ; and establish that the maritime commercial communities, and the 
commonwealth, should, as a matter of justice and duty, as well as of 
expediency, aid liberally all improvements which may facilitate the 
prosecution of business, the cultivation and exploitation, and yet more 
the transportation, of that produce which is necessary to the existence 
of the one, and the well-being of the other. The lake trade is obliged 
to effect much more by its own means than the foreign, and it has 
infinitely less means whereby to effect it. 

It is well known that this inland or lake trade is in the hands of new 
-States, peopled, for the most part, by emigrants, whose chief possession 
is their industry, swelling the coffers of the older and wealthier com- 
munities. The latter now virtually demand that these infant States 
shall not only produce, but transport produce, and clear the way for 
that transportation, for ' their benefit, at their own expense. Hence 
the expediency and justice of lending, under these circumstances, 
federal aid to the new States, so far as removing or surmounting such 
obstacles in free channels of trade open to all or any States, as are 
offered by the flats of the Lake St. Clair, the rocks and shoals of Lake 
George, or the Sault St. Marie, is, it is considered, incontestable. 

The details of the districts, and the general S3mopsis of the lakes 
and lake country, will undoubtedly suffice to estabhsh the facts and 
show the reaUties of the vast extent of the existing trade, its past 
growth, and its gigantic future. But a brief glance at its general fea- 
tures may be useful for the concentration of ideas and ready percep- 
tion of results. 

The coast line embraced in this report include both shores of Lake 
Chanriplaiii, with which it commences (discharging its waters into the St. 
Lawrence bytheSorel or Richeheu river,) the southern bank of the river 



COLONIAL AND LAKE TRADE. 



46 



St. Lawrence, Lake Ontario, the Niagara river, and Lake Erie, to the 
dividing line between New York and Pennsylvania; thence the southern 
coast of Lake Erie to the Pennsylvania and Ohio line ; thence the 
southwestern coast of the same lake to the Michigan line ; and thence 
the whole southern banks of the Detroit river, St. Clair lake and river, 
the western coast of Lake Huron, along the southern peninsula of Michi- 
gan, the whole coasts of Lake Michigan, including the shores of Illi- 
nois, Ohio, Wisconsin, and Michigan, and all the southern and south- 
western coast line of Lake St. George, the river St. Mary's, and Lake 
Superior, including the shores of northern Michigan, Wisconsin, and 
Minnesota, to the frontier of the British possessions at the outlet of 
Rainy lake and Lake of the Woods into the waters of Lake Superior. 
The extent of the whole line exceeds three thousand miles in length, 
and embraces portions of the following States, several of them the 
wealthiest of the entire Union : Vermont, New York, Pennsylvania, 
Ohio, Michigan, Indiana, Illinois, Wisconsin, and the Minnesota Terri- 
tory, on the one side ; while the lakes open to our commerce on the other 
a coast line of nearly equal extent, and in some parts of hardly inferior 
fertility, on the Canadian shore. The lakes themselves, with their 
statistics of measurement, are as follows : 



Lakes. 


Greatest 
length. 


Greatest 
breadth. 


Mean 
depth. 


Elevation. 


Area. 


Siinprinr ............ ........... 


Miles. 
355 
320 
260 
240 
180 


Miles. 

160 

100 

160 

80 

35 


Feet. 
900 
900 
900 
84 
500 


Feet. 
627 
578 
574 
565 
232 


Sq. miles, 

32,000 

22,000 

20,400 

9,600 






Erie 


Ontario «..«.a.....i... ..•.••••••• 


6,300 






Total 


1,555 








90,000 











These lakes are estimated to drain an entire area of 335,515 square 
miles, and discharge their waters into the ocean through the river St. 
Lawrence, which is rendered navigable from Lake Erie downward to 
all vessels not exceeding 130 feet keel, 26 beam, and 10 feet draught, 
and the free navigation of which for American bottoms may, it is anti- 
cipated, be acquired by the concession of reciprocity of trade to the 
Canadian government. 

The whole traffic of these great waters may be now unhesitatingly 
stated at $326,000,000, employing 74,000 tons of steam, and 138,000 
tons of sail, for the year 1851 ; whereas, previous to 1800 there was 
scarcely a craft above the size of an Indian canoe, to stand against an 
aggregate marine, built up within half a century, in what Avas then 
almost a pathless wilderness, of 215,000 tons burden. It may be inter- 
esting to state that the first American schooner on Lake Erie was built 
at Erie, Pennsylvania, in 1797, but she was lost soon afterward, and 
the example was not followed. 

Another point should be here mentioned in regard to this vast aug- 
mentation of maritime force and tonnage, which is, that the increase of 
business is most inadequately represented by the increase of tonnage ; 



46 Andrews' report on 

since, by the increased capacities of the vessels, their speed while under 
way, their dispatch in loading and unloading, and the substitution of 
steam as a motive power, both for sail on the waters and for human 
labor at the dock, the amount of traffic actually performed by the same 
amount of tons in 1851, as compared with that performed in 1841, is 
greater by ten-fold. 

To illustrate this position, it is worthy of notice that, in 1839, the 
twenty-five largest steamers on these lakes had an average of 449 tons 
burden, the largest being of 800 tons. In 185]. the average of the 
twenty-five largest fell little short of 1,000 tons, and the average of the 
whole steam fleet, consisting of 157 steamers and propellers, was 437 
tons. Ten ^^ears since, from a week to ten days was allowed to a first- 
rate steamer for a voyage from Buffalo to Detroit and back. In 1851, 
three days only were required by first-rate steamers, and four to five 
by propellers. 

These facts show that four times as much business is transacted in 
1851 by ten steamers as was effected by the same number in 1841. 
The substitution of steam for sail in the same period has, it is evident, 
effected a yet greater increase in the speed of transit and celerity of 
transhipment ; and this substitution is hourly on the increase ; in proof 
of which, of 7,000 tons of shipping now on the stocks at Buffalo, 250 
only — one brig — are sail ; all the remainder steam or propellers. 

Of this latter species of vessels the increase is so great and so regu- 
lar, and so rapidly are they growing into favor, that there can be but 
little doubt that they are destined ultimately to supersede vessels pro- 
pelled by sail only, especialty for voyages of moderate length, and in 
localities where fuel is abundant and easily to be procured. In no 
region of the globe are these two conditions, on which rests the availa- 
bility of screw-steamers, more perfectly complied with than on the 
lakes, where the longest voyages do not exceed three weeks, at an ex- 
treme calculation, and where bituminous coal of a very fine quality 
can be procured at an average price of three dollars and a half per 
ton, and at many points at two and a half on the docks. 



COLONIAL AND LAKE TRADE. 



47 



The following table, taken from a very valuable report by Messrs. 
Mansfield and Gallagher, of the statistics and steam marine of the United 
States for 3851, will show the comparative force of the steamers em- 
ployed in the oceanic and the lake trade, and will exhibit a result suf- 
ficiently surprising to readers unacquainted with the business of the 
interior : 



Description of vessels. 



Number. 



Tonnage. 



Officers 
& crews. 



Ocean steamers. . . .(coast) 
Ordinary steamers. . . .do. . 

Propellers do . . 

Steam ferry boats do. . 



Total cost. 



Ordinary steamers, lake and river. 

Propellers do 

Steam ferry boats do 



Total lake and river . 



Steam marine, coast. . 
Do inland. 



Total 

Excess of lake and river. 



96 

382 

67 



625 



663 
52 
50 



765 



625 
765 



1,390 



140 



91,475 
90,738 
12,245 
18,041 



212,500 



184,262 

15,729 

4,733 



204,725 



212,500 
204,725 



417,226 



4,548 

6,311 

542 

369 



11,770 



16,576 
817 
214 



17,607 



17,607 



29,377 



5,837 



The distribution of steamers in the basin of the lakes is as follows 

District of Burlington 11 

Plattsburgh 6 

Ogdensburgh 4 

Sackett's Harbor 1 

Oswego 9 

Rochester 2 

Niagara 3 

Buffalo 42 

Presque Isle 7 

Cleveland 13 

Sandusky 1 

Toledo 4 

Detroit 47 

Michilimackinac 12 

Chicago 4 

The number on each lake is — 



Champiain 17 

Ontario — 17 

Erie 114 

Straits 12 

Michigan , 14 



48 



ANDREWS REPORT ON 



The entire number of vessels and crews of the interior trade amouhts- 
to 140 bottoms, and 5,837 men, in excess of the whole ocean and coast 
navy, though the tonnage employed in the former is smaller by 7,775 
tons. 

It is for this wealthy commerce of the interior that all the Atlantic 
cities are now striving, in earnest competition, by the creation of new 
outlets and avenues, lor its transaction ; and this very competition is 
good evidence that all the eastern or New England and middle States 
are, in some sort, more or less affected by it. 

The great system of exchange between the cities of the ocean sea- 
board and the entire West is transacted through the lakes, and the 
channels connected with them ; and it is not uninteresting to observe 
that the increase of the population in the Atlantic States, and that of 
the tonnage of the West, have kept even pace with each other. 

Table of populatio?i and tonnage. 



Years. 




i 

ID 

.s 


1 

-^ o 


1 

1 


li 


o 

.S 

U 


1 
1 


1790 

1800 


1,009,823 
1,233,315 

1,471,891 
1,659,808 
1,954,717 
2,234,822 
2,728,106 


"ii'.i" 

19.3 
12.8 
17.7 
14.3 
22.07 


958,632 
1,401,070 
2,014,695 
2,699,845 
3,587,664 
4,526,260 
5,898,735 


958.6 
46.15 
43.79 
34 

32.88 
26.16 
30.32 


None. 

50,240 

272,324 

792,719 

1,470,018 

2,967,840 

4,721,430 




None. 


1810 

1820 

1830 

1840 

1850 ........ 


442.04 
191.09 

85.43 
101.89 

59.08 


"sjsod- 

20,000 

75,000 

215,787 



In this scheme it must be observed that the six New England States, 
Maine, New Hampshire, Vermont, Rhode Island, Massachusetts, and 
Connecticut, possess an area of 63,326 square miles, with a population 
of 2,728,106, being 43.09 persons to the square mile. 

The Middle States, New York, New Jersey, and Pennsylvania, pos- 
sess an area of 100,320 square miles, with a population of 5,898,735> 
or 58.80 persons to the square mile ; while the northwestern States, 
Ohio, Indiana, Illinois, Michigan, Iowa, Wisconsin, and the Minnesota 
Territory, have an area of 373,259 square miles, with a population of 
4,721,430, or 12.70 persons to the square mile. 

When this last division shall have become as densely populated a& 
the Middle States nov/ are, it will contain a population, directly tribu- 
tary to the trade of the lakes, of 22,000,000 of souls; and there is every 
reason to believe that the increase of population will be as rapid, until 
that result shall be fully attained, as it has been since 1800. How 
wonderliil and grand a spectacle will it then be to many, doubtless, of 
those now born, when, at the commencement of the twentieth century, 
this lake country shall be seen supporting a population of so many 
millions! And what will then be the amount and value of that trade, 
and the aggregate tonnage of that marine, which has sprung up, in less 



COLONIAL AND LAKE TRADE. 



49 



than forty years, from nothing to two hundred thousand tons of steam 
and shipping! 

It is stated that the entire amount of appropriations made by govern- 
ment, for the benefit of all rivers and harbors, since its first organiza- 
tion, has been $17,199,233, of which only $2,790,999 were devoted to 
the lakes, the balance being all for the Atlantic coast and rivers; and 
that, too, in face of the facts, that in consequence of several unavoida- 
ble disadvantages, in the present condition of the lake coasts and har- 
bors, there is a greater proportional loss of life on these waters than on 
the ocean itself and all its tributary seas. 

It may be well to note here the loss of property and life by marine 
disasters on the lakes, which are not only in themselves most lamenta- 
ble, but which become far more deplorable when it is considered that 
at a small outlay the navigation could be rendered as safe, at the least, 
as that of an}^ other waters. 

The disadvantages alluded to above are to be found in the facts, 
that while the lakes are exposed to squalls, gales, and tempests, as 
violent as those of the ocean, they have not sufficient sea room to allow 
of a vessel scudding before the weather, since, if the gale were of -any 
duration, she would soon run fiom one end to the other of the lake, on 
which she might be caught, and so incur fresh and perhaps greater 
danger. In like manner, the breadth of these basins is so compara- 
tively diminutive, and so much beset with dangerous reefs and rocky 
islands, that a vessel cannot long lie to, in consequence of the terrible 
and insidious drift which is ever liable to drive her to unforeseen 
destruction. 

The following table will exhibit the loss of life and property incurred 
during the four last succeeding years, which are surely disastrous 
enough to plead trumpet-tongued with government for the extending 
some means of security and protection to the navigators of those peril- 
ous seas of the interior. 





Years. 


Property. 


Lives. 


1848 


<|420,512 
368,171 
558,826 
730,537 


55 


1849 


34 


1850 


395 


1851 


79 










2,078,046 


563 







The excess of lives lost in 1850 was occasioned by the explosion of 
the boilers on board two steamers, and the burning of the third, which 
had on board a large number of emigrants; this may be, therefore, in 
some degree deemed accidental and extraordinary, as such catastrophes 
are of rare occurrence on the lakes. The great preponderance, how- 
ever, of the year 1851 over those of 1848 and 1849, has no such paUia- 
tion, since they were the effect of heavy gales, the absence of harbors 
necessary for the protection of mariners, and the obstruction of the 
mouths of such as do exist, b}^ bars, on which a terrible surf breaks, and 
which entirely preclude the possibility of entering the place to w^hich 



50 Andrews' report on 

they have in vain fled for refuge. It is of little benefit to the mariner 
that the government has expended comparatively inconsiderable 
amounts in the erection of piers and light-houses at the entrance of a 
few bar-mouthed rivers and harbors. 

The total of the losses on the Atlantic, Gulf of Mexico, and Pacific 
coasts, in the year 1851, amounted to 328 vessels, and many hundred 
lives, out of a total marine measuring 3,556,464 tons, being a loss of 
one vessel to every 10,844 tons of shipping. 

The lake losses of the same year were 42 vessels and 79 lives, out 
of a marine measuring 215,975 tons, being a loss of one vessel to every 
5,142 tons of shipping. The proportion of vessels lost on the lakes is 
therefore much in excess of the losses on the ocean coasts, and that of 
lives still more so. 

In this point of consideration it is worthy of remark that a single 
powerful government steam-dredge could be kept continually in com- 
mission, and employed during seven months of the year, which could, 
with perfect ease, remove the obstructions on the flats of Lake St. 
Clair and Lake St. George, open the bars, and deepen the beds of all 
the harbors, from one extremity of the lakes to the other, in the course 
pf a very few years, and keep them unobstructed thenceforth to the 
end of time, by an annual appropriation of one-fourth the amount of 
the augmented compensation recently granted to the Collins line of 
steamers, and, of course, two such vessels, materially lessening the 
duration of the work, for one-half that appropriation. 

Nor does it appear that the opening an area so vast to the enterprise 
and efficiency of our inland commerce, giving perfect protection to so 
important a branch of the national marine as that employed in the navi- 
gation of the lakes, is an end less worthy than the furthering and 
encouraging any system of post office transportation, and ocean steam- 
marine, however incomparable its deserts ; and this without regarding 
the preservation of what is generally held invaluable among earthly 
things — the life of human beings. 

The expediency and justice are thus shown of extending some meed 
of protection and encouragement to the regions, with their ports, har- 
bors, and marine communications, which are the theaj;reof a commerce 
so valuable as that for which all the Atlantic cities are contending ; and 
to perfect the internal and inland communications of which, by canals 
and railroads, the young States, in which that theatre is placed, are 
making so great efforts. 

The policy of doing so cannot but be seen on considering the effect 
which the construction of railways, the opening of canals, and the 
facilitation by all means of transportation and intercommunication, has 
upon the growth of cities, the population, cultivation, wealth, and pros- 
perity of districts, which actually seem to grow and expand in arith- 
metical progression to the ratio of their improved accessibility, and the 
number of their outlets and avenues for commerce and immigration. 

It may not, therefore, be now impertinent to examine the operation 
of these influences on the unparalleled increase of the West, which can, 
in fact, be traced directly to these causes. 

It has been shown already that, however remote the period of the 
discovery, exploration, and partial colonization of these wilds and 



COLONIAL AND LAKE TRADE. 51 

waters, anything like practical navigation of them for commercial pur- 
poses was unattempted until after the commencement of this century. 
In 1679 a French craft indeed was launched at Erie, Pennsylvania, 
for the expedition of the celebrated and unfortunate La Salle ; but this, 
which was an experiment for a special purpose, wholly unconnected 
with trade, was not followed up. In 1797, as has been before stated, 
the first American vessel was launched on the lakes. In 1816 the first 
steamer was built on the waters of Lake Ontario, and the first on Lake 
Erie in 1818. For some considerable time the first vessels put in com- 
mission on Lake Erie, were used merely for facilitating the movements 
and operations of the Indian traders, carrying westward supplies and 
trinkets for the trade, and returning with cargoes of furs and peltries. 
In 1825 the Erie canal was completed, and its influence began at once 
to be felt through the western country. The western portion of the 
State of New York immediately began to assume an air ot civilization 
and to advance in commercial growth. This influence continued stiU 
to increase until the Welland canal and the Ohio canals were completed. 
The tonnage, which had then increased to about 20,000 tons, found at 
this time full employment in carrying emigrants and their supplies west- 
ward, wliich continued to be their principal trade till 1835, when Ohio 
began to export breadstufls and provisions to a small extent. In 1800 
Ohio had 45,000 inhabitants ; in 1810, 230,760; in 1820, 581,434 ; in 
1830, 937,903. 

During this year a portion of the canals was opened, and during the 
ten 3'ears next ensuing after 1830 some five hundred miles of canals 
had been completed, connecting the lakes by two lines with the Ohio. 
Under the influence of these improvements the population of the State 
augmented to 1,519,467 individuals. In 1835 she exported by the 
lakes the equivalent of 543,815 bushels of wheat. In 1840 her ex- 
ports of the same article over the same w^aters were equivalent to 
3,800,000 bushels of wheat, being an increase, in the space of five years, 
in the articles of wheat and flour, of what is equal to 3,300,000 bushels 
of wheat, or nearly six hundred per centum. These articles are se- 
lected, as being the most bulky, in order to illustrate the effect of canals 
upon lake commerce. A.t this period, 1840, there were not completed 
over two hundred miles of railway in the State, and this distance was 
composed of broken portions of roads, no entire route existing as 3^et 
across the length or breadth of the State. In 1850, there were in opera- 
tion something over four hundred miles of railroad, and rather a greater 
length of canajs, while the population had increased to 1,908,408, and 
her exports, by lake, of wheat and flour, were equivalent to 5,754,075 
bushels of whgat, and that, too, in spite of the fact that the crop of 1849 
was almost an absolute failure throughout the West. 

In 1851 the exports of wheat and flour, by lake, were equivalent to 
no less than 12,193,202 bushels of wheat; and the cost of freight and 
shipping charges on this amount of produce falls little, if any, short of 
$510,000 ; nearly the whole amount having reached the lakes via the 
canals and railways of Ohio. 

Similar sketches of the other northwestern States, during their rise 
and advancement to their present condition of prosperit}^ and influence 
on the confederation, might be adduced in this place, all equally flat- 



52 Andrews' report on 

tering to the energy and enterprise of the western people, and to the 
influence of internal improvement on commerce ; but this narrative of 
the eldest State of the group will suffice to illustrate the subject, and 
give some idea of the unexampled progress of the whole. 

Westward of Ohio, the Wabash canal brings the vast productions of 
Indiana to the lakes, passing through a small portion of Ohio, from the 
port of Toledo to the junction, thence to Evansville, on the Ohio river, 
and traversing the entire length of the Wabash valley, one of the finest 
wheat and corn countries in all the West. This canal is four hundred 
and sixty- four miles in length, and is one of the most important of re- 
cent improvements. 

It is worthy of note here that, in addition to its vast commercial 
business by the great lakes, Ohio, and more particularly its commercial 
capital, Cincinnati, the largest, wealthiest, and finest city of the West, 
and the great emporium of that region, has an immense commerce, 
both in exports and imports, by the rivers Ohio and Mississippi ; and 
it appears that a larger portion of groceries are imported for the use of 
the interior, into Cincinnati, by the river, than to the lake-board, via 
the lakes ; and farther, that while a much larger portion of the trade 
in cereal produce goes by the lakes, a majority of the live stock and 
animal provisions is sent by the rivers or otherwise. No ill effect is 
produced, however, on either commercial route, by this competition, but 
rather the reverse, there being times when either route alone is closed 
to navigation — the lakes during the winter by the ice, and the Ohio by 
the failure of its waters during the summer droughts. There is, m.ore- 
over, commerce enough amply to sustain both channels ; and while the 
State, its beautiful capital in particular, is a great gainer, no port or 
place of business is a loser by this two-fold avenue and outlet for com- 
mercial transportation. 

The southern Michigan and northern Indiana railway terminates both 
at Toledo, Ohio, and at Monroe, Michigan, on the lakes, and runs west- 
ward, through the southern counties of Michigan and the northern coun- 
ties of Indiana, to Chicago, at the head of Lake Michigan, on the east- 
ern border of Illinois. This road passes through some of the most 
fertile portions of these States, and, being recently completed through 
its entire length, may be confidently looked to as sure to add greatly to 
the commerce of the lakes at its termini. 

Farther to the northward, on the Detroit river, the central Michigan 
railway communicates across the peninsula, from the city of Detroit, 
with new Buffalo and the lake ; and, having been open some years, 
has done more to develop the matchless resources of this State, and to 
urge it forward to its present commanding position, than any one other 
route. Cities, villages, and large flouring mills are springing into ex- 
istence everywhere along the line of this road, depending upon it as the 
avenue of their business to the lakes. 

The Pontiac railway and many plank roads connect various other 
points of the interior, and are vastly beneficial to the commerce of the 
lakes. 

Following the line of the lakes westward. Lake Huron may be 
passed over, as presenting no internal improvements worthy of note. 
One of the principal of those which are already projected is the exten- 



COLONIAL AND LAKE TRADE. 53 

sion of the Poiitiac railroad to Saginaw, touching at a point on the St. 
Clair river, opposite to Sarnia, Canada West, where it is destined to com- 
municate with a branch of the great western railway from Hamilton, 
on Lake Ontario, to Lake Huron. Another road is also projected in 
Canada, from Toronto, across the peninsula, by Lake Simcoe, to Pene- 
tanguishine, on the great Georgian bay, which will shorten the route to 
the Sault Ste. Marie b}^ many hundred miles, and, should the much 
demanded and long proposed ship canal around the Sault be now at 
last effected, will tend more largely than auj other improvement to 
develop and bring to a market the incalculable mineral resources of 
Lake Superior. 

Southward of Lake Superior, and bordering on the western shore 
of hake Michigan, lies the upper or northern peninsula of Michigan, 
and the northern portion of Wisconsin, little known as yet, except to 
lumber-men, trappers, traders, and voyageurs, and naturally hitherto the 
theatre of no internal improvements tributary to the commerce of the 
lakes. 

Passing southward, however, to Green ba}^ and its sources in the 
interior of Wisconsin, there are lately completed some improvements 
in the internal navigation of that State, which are, perhaps, of more 
importance to the future growth of the lake commerce than any 3''et 
perfected in any part of the State. These are the works on the Fox 
river, and the canal connecting the waters of that stream with the Wis- 
consin, which opens the steam navigation of the lakes to river craft, and 
vice versd, although it is scarcely probable that the same vessels which, 
navigate the lakes will pass through the rivers. This, in fact, is by no 
means necessary to the success of the project, the importance of which 
is found in the tact, that by it the steam route from the Atlantic to the 
upper valley of the Mississippi is incredibly shortened ; and thereby 
the whole trade, springing into existence throughout that vast upper- 
country, is, in a great degree, rendered tributary to the lakes. 

The junction of the Wisconsin and Mississippi rivers is, in fact, by 
this route brought nearer to the lakes than to St. Louis ; and the trans- 
portation of goods being by an uninterrupted line of steamboat navi- 
gation throughout the whole chain of lakes and across the State of 
Wisconsin, the trade to be one da}^ transacted by this route will be 
enormous. 

The richness of the soil of Wisconsin in the valleys of the rivers, and 
on the borders of the Lake Winnebago, is rarely surpassed or equalled, 
and tov/ns containing from one to three thousand inhabitants are every- 
where springing into existence through her territories, which are proba- 
bly destined to become, in a few years, great commercial cities. 

Southward of this route there are no very important channels of com- 
m.unication tributary to the lakes until we reach Chicago, where Lake 
Michigan is connected w^ith the Illinois river by a canal of 100 miles 
in length, opening to that lake the vast wealth and traffic of the richest 
corn valley in the known world. 

Railroads are also projected from Milwaukie, one of which is com- 
pleted some forty miles to the westward, which is destined to extend to 
the Mississippi. There are also plank roads h'om many points, more 
or less useful as avenues of commerce to the lakes ; at present, how- 



54 

ever, the only communication between the northern and southern routes 
is by the IlUnois and Michigan canal. This was originally intended to 
be a ship canal, connecting Chicago with Peru, on the Illinois river, 
but was only constructed equal to the admission of ordinary canal boats, 
which can, on reaching the latter point, be towed by steam dow^n the 
river to St. Louis, and return thence laden with sugar, hemp, tobacco, 
flour or grain, and thence by horse power to Chicago. 

Whether the original plan of this canal will ever be carried out, is at 
best very problematical, since there are obstacles in the periodical shal- 
lowness of the waters of the Illinois which would frustrate the only 
object of the improvement, to wit, the through-navigation of the works 
by lake craft. 

This canal was opened in May, 1848, and the first section of the 
Chicago and Galena railroad in March, 1849. In 1847, the year pre- 
vious to the opening of the canal, the real estate and personal property 
in Cook county , ofwhich Chicago is the capital, was valued at $6, 189,385, 
and the State tax was $18,162. In the year following, when the canal 
had been one season in operation, the valuation rose to $6,986,000, and 
the State tax to $25,848. In 1851 this valuation had risen yet farther 
to the sum of $9,431,826, and the State tax to $56,937. In 1840 the 
population of Chicago was 4,479, and the valuation of property not far 
from $250,000 ; while in 1851 the population was about 36,000 and the 
assessed valuation of real and personal property was $8,562,717. In 
1847 the population, according to the city census, was 16,859 ; in 1848 
it was 20,023 ; in 1849, 23,047 ; and in 1850, according to the United 
States census, 29,963: having increased twice more rapidly than before, 
since the completion of the canal. The population of Chicago at this 
time — August, 1852 — is nearly, if not quite, 40,000. 

In regard to this train of argument, and to this view of the effect of 
internal improvements on the growth of the West, and on the commer- 
cial condition of that portion of the country, it will be well to follow up 
the same train of examination in relation to the growth of certain points 
to the east of the great lakes, such as Buffalo, New York, Oswego, Bos- 
ton, and other cities directly affected by the same commerce, through 
the internal channels of communication in New York and Massachu- 
setts. 

In 1800, the city of New York, with its suburbs, had a population 

of. 63,000— in 1850, of 700,000 

Boston 38,000 " 212,000 

Philadelphia citv and CO. 73,000 " 450,000 

Cincinnati \ 750 " 115,436 

Buffalo " 42,260 

Oswego " 12,205 

Albany 5,349 '' 50,763 

Chicago " 29,963 

St. Louis 2,000 " 77,860 

Hence it appears, that between the years 1800 and 1850 the popula- 
tion of New York and its suburbs doubled itself once in every 16 years ; 
Boston, once in every 25i ; Philadelphia, in every 20 ; Cincinnati, in 
every 6 J ; Albany, in every 15 ; St. Louis, in every 9 J years. 

This covers a term of half a century ; but from 1810 to 1850, a 



COLONIAL AND LAKE TRADE. 55 

period of forty years, the population of New York doubled itself once 
in every 15 j^ears ; Philadelphia, in 18J ; Boston, in 18J ; Albany, 
in 16 ; Cincinnati, in 7 ; St. Louis, in 9J; Buffalo, in 8J ; and Detroit, 
in 8J. 

From 1820 to 1850, a period of thirty years, the population of New 
York doubled once in 13 years ; Philadelphia, in 16 ; Boston, 15 ; Al- 
bany, 15J ; Cincinnati, 7J ; St. Louis, 7 ; Buffalo, 6J ; Detroit, 8. 

From 1830 to 1850, a period of twenty years — ^the term of duplica- 
tion-^this being the first census taken after the opening of the Erie 
canal, but before its influence had been much felt on the seaboard, 
owing to the non-completion of the Ohio and lateral canals — was, in 
New York, 15 years ; Philadelphia, 17J ; Boston, 20 ; Albany, 20 ; 
Cincinnati, 8J; St. Louis, 5J ; Buffalo, 8 J ; Detroit, 6; Cleveland, 5; 
and Sandusky 5. And from 1840 to 1850 — a period of ten years, du- 
ring which nearly the whole western population had become exporters 
by means of the Ohio, New York, and Philadelphia canals, and the 
various lines of railway — ^the effect of these influences on the period of 
duplication in the cities of Boston, Philadelphia, and New York, has 
been truly astonishing ; but the same influence, reacting and reflected 
from the East upon the western cities, is yet more wonderful. 

According to the ratio of their increase during these ten 3^ears, New 
York would double her population in 12 years ; Boston, in 12 ; Phila- 
delphia, in 12J ; Baltimore, in 13J ; Albany, in 36J; Cincinnati, in 6; 
St. Louis, in 4 ; Buffalo, in 8J ; Detroit, in 9 ; Cleveland, 6J ; San- 
dusky, 5J ; Chicago, 4 ; Milwaulde, 3J ; Toledo, 6 ; Oswego, 8.- 

Hence it appears, that every new improvement is bound by inevit- 
able laws to pay its tribute to some great channel of internal com- 
merce. The existence of such a channel has indirectly created the 
necessity for the improvement ; and the same law which called it into 
existence as necessarily requires it, by a reactionary impulse, to indem- 
nify its creator. 

Before the present century shall have passed away, the United States 
will undoubtedly present to the world a spectacle unequalled in past 
history. More than fifty milhons of republican freemen, all equal citi- 
zens of a confederacy of independent States, united by congenial 
sympathies and hopes ; by a devotion to the principles of political and 
rehgious freedom, and of self-government ; bound together by a com- 
mon language and harmonious laws, and by a sacred compact of union, 
will also be firmly cemented with one another by indissoluble bonds 
of mutual dependence and common interests. The remote sections of 
the confederacy will be made near neighbors by means of canals. 
Railroads will chain all the several parts each to each ; the whole 
people from the Pacific to the North Atlantic ocean, from the great 
lakes to the Gulf of Mexico, cultivating the arts of peace and science, 
and incited by a genuine rivalry for the accomphshment of the real 
mission of the American people. 



56 Andrews' report on 

THE LAKE DISTRICTS, 

WITH A DESCRIPTION OF EACH : 

STATISTICAL STATEMENTS OF THE CANADIAN AND DOMESTIC TRADE, 
AND A GENERAL SUMMARY. 

No. 1. — District of Vermont. 

Port of entry, Burlington ; latitude 44° 27, longitude, 73^ 10' ; popu- 
lation in 1830, 3,525; in 1840, 4,271; in 1850, 6,110. 

This, which is the easternmost of all the lake districts, comprises the 
whole eastern shore of Lake Champlain, from its southern extremity at 
Whitehall to its northern termination, excepting only a few miles at the 
head of Missisquoi bay, wliich fall within the Canadian line ; and em- 
braces all those portions of the State of Vermont which are subject to 
custom-house regulations. 

Lake Champlain is about one hundred and five miles in length, and 
varies in breadth from one to fifteen miles ; it contains several islands, 
principally toward the upper end, of which the largest are North and 
South Hero, and La Motte island ; and, in addition to all the waters of 
Lake George, its principal affluent, the outlet of which enters it at Ti- 
conderoga, receives nine considerable streams: the Otter creek, the 
Onion river, the Lamoile, and the Missisquoi, from Vermont to the 
north and eastward ; the Chaz}^, the Saranac, the Sable, and Boquet ^ 
rivers on the west, and Wood creek on the south, from the State of 
New York. It discharges its own waters into the St. LawTence by the 
Sorel or Richelieu river, in a northeasterly course ; the navigation of 
which has been improved by the works of the Chambly (Canadian) 
canal, so as to afford an easy communication for large vessels to the 
St. Lawrence, and thereby to the great lakes. From its southern ex- 
tremity it is connected by the Champlain canal with the Mohawk river 
and the Erie canal, at the village of Waterford, where the united 
works enter the Hudson, and thus form a perfect chain of inland navi- 
gation from the lakes of the far northwest to the Atlantic seaboard. 
The whole length of the Champlain canal, including about seventeen 
miles of improved natural navigation on Wood creek and the Hudson 
river, is about sixty-four miles. It is forty feet wide on the surface, 
twenty-eight at the bottom, and four deep. The amount of lockage is 
eighty-ibur feet. On account of this artificial line of intercommunica- 
tion. Lake Champlain is included, not improperh^ in the great chain 
of American lakes ; although, to speak strict!}', it is not one of them, 
having no natural outlet directly into them, and so far from being the 
recipient of any of their w^aters, serving, like them, itself as a feeder 
to the St. Lawrence. 

The lake is bordered on its eastern shore by lands composing this 
district, with a coast line of considerably more than a hundred miles, 
including its many deep, irregular bays and inlets, of great productive- 
ness and fertility, especially adapted to grazing and dairy farms, and 
to the cultivation of the northern fruits. Its western shores are, for the 



COLONIAL AND LAKE THADE. 57 

most part, high, wild, and barren, soon rising into the vast and almost 
inaccessible ridges of the Adirondack mountains, lying within the 
counties of Hamilton, Herkimer, and Essex, in New York, a region 
the wildest and most rugged, the least adapted to cultivation or the 
residence of man, of any to the eastward of the great American desert ; 
and still the haunt of the deer, the moose, the cariboo, the otter, and 
the beaver, the wolf, the panther, and the loup-cervier, which still 
abound in this fastness of rock, river, lake, and forest, almost within 
sound of great and populous cities. 

By its means of communication with the St. Lawrence, and its out- 
let to the Hudson, this lake has become the channel of a large and im- 
portant trade with Canada, especially in lumber, employing nearl}' 
two hundred thousand tons of craft and shipping, counting the aggre- 
gate of entries and clearances, and giving occupation, to speak in round 
numbers, to twelve thousand men. 

The opening of the Ogdensburg and Vermont railroads, connecting- 
New York and Boston more directly with the lakes, has, it is probable, 
in some degree affected this trade ; at least, the returns of 1851 exhibit 
a falling off in the Canadian trade of Lake Champlain. It does not, 
however, appear that the opening of new channels of trade is wont 
usualty to affect the interests of those already existing, but, on the con- 
trary, by increasing facilities and consequently augmenting demands, 
adds to the liveliness and vigor of business, and is ultimately beneficial 
to all. Hence, there appears no just cause for apprehending any per- 
manent decrease or deterioration of the shipping interests, connected 
v.dth Lake Champlain. 

Burlington, the port of entry of this district, is the largest town in 
the State of Vermont, containing about ten thousand inhabitants. It is 
beautifulty situated on a long, regular slope of the eastern shore, as- 
cending gradually from the hea.d of Burlington bay, on the southern side 
of the debouchure of the Onion river into the lake, and is the capital of 
Chittenden county, and by far the most considerable commercial place 
of the State. It has, moreover, a fine agricultural back country, of 
which it is the mart and outlet. Burlington is distant from New York, 
by railway, about three hundred miles ; from Boston two hundred and 
thirty-five; and from Montreal one hundred. By its possession of a 
central position, with the advantages of both land and water steam 
facilities, alike for travel and transportation to the grand emporia of 
Canada, New England, and New York, it is making rapid advances 
in wealth and population; and now, wdth railroad communications 
open on either side of the lake, can scarcely fail to improve and in- 
crease, in a ratio commensurate with that of the improvements in its 
vicinity. 

The only method, within our reach, ol" arriving at the aggregate 
amount of the lake commerce and traffic, is by taking the accounts of 
the canal office at Whitehall, which exhibit the amount and value of 
merchandise delivered at the lake, and the quantity and value of pro- 
duce received from the lake; and then by estimating the coasting trade 
of the lake above Whitehall, v/hich does not reach the canal. By 
deducting from the aggregates of these, the Canadian trade of the dis- 
tricts of Vermont and Champlain, we arrive at the gross amount of the 



58 Andrews' report on 

aggregate coasting trade of the whole lake, as comprising both the col- 
lection districts ; but owing to this compulsory mode of procedure, no 
definite understanding of the proportion of commerce attaching to each 
separately, of the two districts, can be reached. 

The amount of assorted merchandise delivered into Lake Champlain 
in 1851 was 325,000 tons, at $1 75 per ton. 

Average valuation as on Erie canal $21,875,000 

Amount of produce received from the lake , 3,515,895 

Add for coasting above the canal 1,000,000 

Total commerce of the lake 26,390,895 



The Canadian trade of Vermont district, for the years 1850 and 
1851, was as follows : 

1850. 1851. 

Exports of domestic produce $651,677 $458,006 

foreign merchandise 294,182 309,566 

Total exports 945,859 767,572 

Total imports 607,466 266,417 

Total 1,552,325 1,033,989 

Subtract total of 1851 1,033,989 - 

Decrease of 1851 519,336 

The tonnage in the Canadian trade for the two years was as follows : 

Year. No. Tons. No. Tons. 

1851 788 94,235 695 91,967 

1850 818 122,813 731 105,359 

Decrease in 1851 30 28,578 36 1 3,390 

The aggregate shipping of Lake Champlain, both foreign and coast- 
wise, is represented to have numbered 3,950 entrances, measuring 
197,500 tons, and employing 11,850 men, with a corresponding num- 
ber of clearances of the same measurement and crews. 

The enrolled tonnage of this district in June, in 1851, was 3,240 tons 
of steam, and 692 tons of sail. 

Tonnage. 

Tons. 

Inward. — American 166 steam. 56,421 

338 sail. 17,490 

504 73,911 



COLONIAL AND LAKE TRADE. 59 

Tons. 

British 122 steam. 9,566 

162 sail. 10,758 



Outward. — American , 



British 



284 


20,324 


. 147 steam. 
318 sail. 


58,024 
17,020 


-^565 


75,044 


. 119 steam. 
Ill sail. 


9,321 

7,602 


230 


16,923 



Value of produce imported from Canada in bond $311,512 

Value of imports from Canada 251,211 

Value of goods of domestic produce and manufacture ex- 
ported to Canada 458,006 

Value of foreign goods 108,712 

Value of goods of foreign produce and manufacture ex- 
ported to Canada in bond 200,854 

Value of property cleared at Whitehall for the South 3,515,895 

No. 2. — District of Champlain. 

Port of entry, Plattsburgh ; latitude 44^ 42', longitude 73° 26' ; popu- 
lation in 1830, 4,913 ; in 1840, 6,416 ; in 1850, 5,618. 

This district, which is situate on the western side of Lake Cham- 
plain, over against that last described, including the peninsula at the 
lower end between the waters of that lake and lake George, with the 
thriving town of Whitehall and the outlet by the Champlain canal, has 
a coast-line of equal extent, though less indented by bays, than the 
opposite district of Vermont. 

It has two principal harbors — Whitehall, situate on both sides of 
Wood creek, at its entrance into the lake, in a beautiful and romantic 
site, with considerable water power, through which passes the very 
great majority of the whole export and import trade for Canada, and 
which is a singularly flourishing and improving village ; and Platts- 
burgh, near to the upper extremity of the lake, at the head of a fine 
and spacious ba}^ at the debouchure of the Saranac river, by which it 
is connected with the mineral and lumbering regions of the interior, and 
with the recesses of the Adirondack chain. The village is well laid 
out, and contains the United States barracks, and several prosperous 
manufactories on the river. This district has little or no back country, 
the mountains rising abrupt and precipitous from the very verge of the 
lake in many places, and leaving a narrow strip of shore only, with a 
few villages scattered along the road to Plattsburgh, beyond which all 
is howling wilderness as far as to the valley of the Black river. Little 

* The Canadian trade of this district, principally, is in American vessels. 



60 Andrews' report on 

dependence can, therefore, be placed on these regions for agricultural 
produce, although their forest and mineral wealth compensates, in some 
measure, for the sterility and ruggedness of their soil. 

Plattsburgh is the port of entry of this district, although Whitehall is 
the larger commercial depot. The only railroad which touches it 
is that of Ogdensburg, crossing Missisquoi bay and the narrows of 
the lake at Rouse's Point, and opening, at the town of Ogdensburg, a 
perfect inland intercommunication between the great lakes and the 
Atlantic ocean at Boston. It is on the water communications, there- 
fore, afforded by the lake, that the population of this district for the 
most part rely for the prosecution of their commercial enterprises and 
the transportation of their produce. 

There are five daily steamers running during the season from White- 
hall, touching at Burlington and Plattsburgh, for St. John, Canada 
East, and for St. Alban's, Vermont. 

The Canadian trade of this district during the years 1850 and 3851 
was as follows: 

1850. 1851. 

Exports of domestic produce 3322,378 $375,549 

foreign merchandise 316,843 373,453 



Total exports 639,221 749,002 

Total imports 435,383 294,484 

Total commerce 1,074,604 1,043,286 

1,043,286 == 



Decrease in 1851 31,318 



Years. IVo. Tons entered. No. Tons cleared. 

185] 598 123,229 598 123,229 

1850 788 120,294 754 116,931 



Difference.. 190 2,935 156 6,298 



The decrease of the year 1851, it will be observed, affects the num- 
ber of entries and clearances only, the comparative tonnage being an 
increase on the proceeding twelve months. 

The tonnage enrolled in this district, June 30, 1851, was — steam, 
917 tons ; sail, 3,291 tons. 

Canadian trade. 

Imports in American vessels $1,019,039 

Exports in American vessels 24,246 

Tonnage. 

Inward. Tons. Outward. Tons. 

American, steam 90,436 American, steam 90,436 

sailing 8,139 saihng 8,135 



Total 98,571 98,571 



COLONIAL AND LAKE TRADE. 61 

Inward. Tons. Outward. Tons. 

British, steam 3,899 British, steam 3,899 

sailing 20,759 sailing 20,759 

24,658 24,658 

Duty collected on imports in American vessels 346,639 

Do. do. British vessels 5,210 

- Total duty 51,849 

Imported from Canada in American vessels 3228,241 

Do. do. British vessels 24,246 

252,487 

Amount imported in bond 27,994 

Amount of free goods 13,802 

Total 294,283 

Value of domestic goods exported $375,549 

Foreign goods exported $267,587 

Foreign goods entitled to drawback 105,866 

373,453 

No. 3. — District of Oswegatchie. 

Port of entry, Ogdensburg; latitude 44° 41'; longitude 75^32'; 
population in 1830, not defined ; in 1840, 2,526 ; in 1850, 7,756, 

This district extends along the southern shore of the St. Lawrence, 
from the point where the boundary line of New York and Canada 
strikes the great river — 43^, 73^ 20' — to Alexandria, nearly opposite to 
Gananoque, on the Canada side, and the thousand isles of the St. Law- 
rence. The extent of this coast line is about eighty miles, trending in 
a southwesterly direction ; it includes the considerable commercial 
depot and improving town of Ogdensburgh, besides the smaller ports of 
Massena, Louisville, Waddington, Morristown, and Hammond, and it 
has become the theatre of a very large and increasing trade with Can- 
ada, and coastv/ise, particularly since the opening of the Ogdensburg 
railroad. 

This important line was opened from Ogdensburg to Rouse's Point, 
where it combines with the eastern and southeastern routes, in the au- 
tumn of 1850 ; and from this point passengers and freight crossing- 
Lake Champlain have easy expedition, either to the New England 
States by railroad, or to New York, via Lake Champlain and the Hud- 
son river, or by the new lines of railroad down the valley of the latter 
great thoroughfare. There being no line of transportation whatever 
through this district from the Canadas, except the above-mentioned 
road, and previous to the opening of that way none of any kind — the 



62 



ANDREWS REPORT ON 



district itself being, moreover, a mere strip of ten miles' width between 
the river shore and the Adirondack highlands — the effect of this road 
has been very great on the general commercial prosperity, and 
particularly on that of Ogdensburg, which monopolizes the Canadian 
transportation business, for the other ports mentioned are merely river 
harbors, doing a small coasting business, and driving some small traffic 
with their neighbors across the water. In consequence of these advan- 
tages large quantities of freight find their way into this port from all 
parts of the upper lakes and of Canada, for transmission to various 
marts on the Atlantic seaboard ; and large amounts of merchandise, 
both foreign and domestic, are thence distributed through the different 
lake ports, both of Canada and the United States, from New York and 
Boston. 

The following statistics will show the comparative coasting trade of 
Ogdensburg in some of the principal articles during the past five years, 
the results for 1849 being made up only to the 1st of October of that 



year. 



Imports coastwise. 



Articles. 



1847. 



1848. 



1849. 



1850. 



1851. 



Flour barrels. 

Whiskey do. . . 

Pork do... 

Beef do... 

Sugar hogsheads. 

Pig iron tons. . 

Coal do.. . 

Wheat bushels. 

Corn do.. . 

Salt barrels. 

Tea chests. 

Coffee tons . . 

Tobacco boxes. 

Sundry merchandise, value 



5,000 
1,217 
3,000 



325 

300 

3,000 

15,000 

3,000 

10,000 

10,000 

320 

2,000 

^2,366,200 



4,500 
1,157 
2,500 



375 

350 

3,054 

25,000 

4,000 

15,000 

15,000 

320 

2,000 

$2,482,925 



3,800 

865 

1,800 



300 

275 

2,500 

18,000 

3,500 

10,000 

10,000 

320 

1,200 

$2,106,450 



158,600 

452 

2,612 

2,758 

37 

300 

490 

149,310 

31,934 

10,369 

78 

Included in m 

15 

$1,612,668 



375,000 

1,291 

2,887 

6,034 

43 

100 

371 

377,725 

82,458 

14,287 

44 

erchandise. 

37 

$426,927 



The above statistics clearly demonstrate that the opening of the rail- 
way has created a complete revolution in the trade of Ogdensburg, a 
large demand having suddenly sprung up for coastwise imports of pro- 
duce, to be exported seaward by railroad, while the call for foreign 
merchandise, formerly imported coastwise for home consumption, has 
been entirely superseded, goods of that description being now largely 
introduced by railway from the seaboard, for distribution through Can- 
ada and all the lake regions. 

By this change, the mercantile prosperity and activity of this town 
and district has, it will appear, been increased fifty-fold, and the trade 
matured from a mere home-consumption business to an immense for- 
warding, foreign importing, and domestic exporting traffic ; nor, in view 
of the incalculable hourly increase of western productiveness and con- 
sumption, can any one pretend to assign any limits to the future 
improvement of this branch of commerce. 



COLONIAL AND LAKE TRADE. 



63 



The coastwise exports during the same period, of a few leading 
articles, were as follows : 



Articles. 


1847. 


1848. 


1849. 


1850. 


1851. 


Whiskey , . . .barrels. 

Starch pounds. 

Ashes barrels. 

Shingles M.. 

T, umber . . M ft 


142 
193,600 

3,758 

6,669 

7,182 

311 


120 

180,000 

3,400 

4,000 

5,000 

25Q 

990,000 

500 

5,000 

20,510 

200 

20,000 


140 

190,000 

3,800 

3,000 

4,000 

100 

800,000 

100 

3,000 

10,000 

150 

15,000 


408 

5,900 

4,544 

4,841 

2,052 

660 

1,332,300 

1,158 

420 

28,000 

57 

140 

796 


135 

18,600 

615 

1,757 

199 


Pio" iron tons. 


776 


€heese pounds. 

Flour barrels. 

Rye bushels. 

Wool pounds. 

Hops bales. 

Sheep's pelts No. 

Nails kegs. 


1,099,280 
3,267 

5,688 

18,000 

187 

20,000 


40,200 

129 

1,447 

27,800 

6 

700 

6,394 









The estimated value of the imports and exports for the years above 
named, is as follows : 





1847. 


1848. 


1849. 


1850. 


1851. 


Coastwise imports 

Coastwise exports 

Foreign imports 


$2,804,150 
389,325 


$2,988,015 

341,933 

49,831 

81,844 


$2,482,695 

311,084 

48,395 

32,685 


$2,463,648 
359,933 
205,815 


$2,424,145 
918,587 
214,520 


Foreign exports; 




618,648 








Total commerce.. . 


3,193,475 


3,461,623 


2,874,859 


3,029,396 


4,175,900 



The report of inward and outward bound vessels is as below, for 
the last two years : 



Years. 


Number of 
entries. 


Tons. 1 

i 


Men. 


Number of 
clearances. 


Tons. 


Men. 


■ 
1851 


1,002 
669 


351,427 

242,780 1 


19,538 1 
12,464 


973 
655 


359,287 
242,931 


19,341 
12 218 


1850 






Increase 


333 


108,647 j 


7,074 


318 


116,356 


7,123 



From the above figures it will be readily perceived, independent of 
the general increase of commerce in the district consequent on the open- 
ing of the railroads, that the returns for the years previous to 1850 are 
in round numbers, and are probably very far from accurate, whilst those 
for 1850 and 1851 are in detail, and the merchandise is valued at a very 
low rate; so much so, that if the valuation of assorted merchandise 
were made according to the rates adopted in other districts, it would 
raise the gross amount to a sum higher, by at least a million of dollars, 
than that exhibited above. 

The tonnao^e enrolled and licensed in the district is 1,985 tons of 



64 



ANDREWS REPORT ON 



Steam, 576 tons of sail — employing 125 men. The original cost of 



the above tonnage was $208,300. 



Abstract of the number of vessels, tonnage, and men employed upon the same, 
which entered and cleared from the port of Ogde?isburg, district of Os- 
wegatchie, Neiv York, distinguishing American from British, during the 
years 1850 and 1851. 





INWARD. 


OUTWARD. 


Years. 


AMERICAN. 


BRITISH. 


AMERICAN. 


BRITISH. 




No. 


Tons. 


Crew. 


No. 


Tons. 


Crew. 


No. 


Tons. 


Crew. 


No.' 


Tons. Crew. 


1850 . . 

1851 . . 


414 

598 


179,339 

253,808 


7,941 
11,266 


255 

404 


63,441 
97,619 


4,523 

8,272 


413 
583 


180,980 
263,274 


7,924 
11,226 


242 

390 


61,951 4,294 
96,013 8,115 



J. C. BARTER, Collector. 
Collector's Office, District of Oswegatchie, N. Y., 

Ogdensburg, December 31, 1851. 

Canadian Trade in 1851. 

Imports and exports in American vessels $332,420 

Do do British vessels 500,747 

Exported foreign goods entitled to drawback — 

In American vessels $74,367 

In British vessels 193,807 



Goods not entitled to drawback. 



Domestic produce and manufactures — 

In American vessels 52,369 

In British vessels 199,681 



Total exports. 
Imports paying duty — 



268,174 
. 98,424 

366,598 



252,050 
618,648 



In American vessels 

In British vessels 

On the sea 





Duty 


coliected. 


18,305 




3,732 


63,727 




13,742 


9,425 




1,893 



91,457 

Produce imported in bond 115,286 

Free goods 7,775 



19,367 



Total imports 214,518 



COLONIAL AND LAKE TRADE. 



65 



No. 4. — District of Cape Vincent. 

Port of entry, Cape Vincent; latitude 44° 06', longitude 76o 21'; 
population in 1830, not defined ; in 1840, not defined ; in 1850, 3,044. 

This district, commencing at Alexandria, on the southwestern border 
of Oswegatchie, extends about eleven miles southwesterly up the St. 
Lawrence, to the outlet of Lake Ontario, and Black river bay, on which 
Sackett's Harbor is situated. Cape Vincent, owing to the sinuosities 
and irregularities of its shores, has a coast line of nearly thirty-eight 
miles, and embraces the shipping ports of Cape Vincent, Clayton, and 
Alexandria, which are for the most part mere stopping places for the 
lake steamers plying between Montreal, Ogdensburg, and the ports of 
Lake Ontario, which touch at these landing-places to procure wood, 
vegetables, milk, and other necessaries. To this fact is owing the very 
considerable amount of tonnage entering and clearing from these little 
ports, though it is at once evident that no indication is thereby afforded 
of the actual business transacted in the district. It has some small 
trade with Canada, carried on principally in skiffs across the St. Law- 
rence and among the thousand islands; but, if there be any coasting 
traffic at all, it is so slender that no returns of it appear to have been, 
at any time, regularly kept. 

Cape Vincent, the port of entry, is some twelve to thirteen miles 
from Kingston, C W. ; the distance being about four miles over the 
main channel of the St. Lawrence from Kingston to Long Island, then 
between seven and eight miles across the island, and then a mile over 
the channel on the American side to Cape Vincent. 

The imports from Canada, 1851 $61,358 

The exports to Canada, 1851 33,188 



Total Canadian commerce, 1851 94,546 



Imports from Canada, 1850 $50,756 

Exports from Canada, 1850 69,284 

Total Canadian commerce, 1850 120,040 

Do do do 1851 94,546 



Decrease. 



25,494 



The Canadian commerce of this district previous to these years was 
of the following values : 

Total Canadian commerce of 1849 $90,484 

Do do do 1848 91,597 

The enrolled tonnao-e of the district amounts to 2,496 tons, all sail. 



Years. 


Entries. 


Tons 


Crew. 


1 
jClearances- 


Tons. 


Crew. 


1851 

1850 


749 

708 


430,930 
329,545 


19,207 
14,548 


j 749 
708 


439,930 
329,545 


19,207 
14,545 


Increase 


41 


110,385 


4,659 


1 41 


110,385 


4,659 



66 

Ca?iadia?i Trade. 

Imports in American vessels = .$61,358 duty, $1,370 

Exports, domestic produce and manufactures 32,389 

Tonnage inward. 

In American vessels, 696 sail 427,457 

In British vessels, 53 sail 12,473 

Same outward. 

No. 5. — District of Sackett's Harbor. 

Port of entry, Sackett's Harbor; latitude 43° 55', longitude 75^ 57; 
population of township in 1850, 4,136. 

This district is composed of that portion of the coast of Lake Ontario 
w^hich runs almost in a due southerly direction from Tibbit's Point, 
round Ohaument bay, Black river, and Henderson's bay, terminating 
at Stony Point, and embracing a coast line estimated at one hundred 
miles, following the sinuosities of its very irregular and deeply indented 
shores. It includes the shipping places of Three-Mile ba}^ Chaument 
bay. Point Peninsula, Dexter, Sackett's Harbor, and Henderson. 

Sackett's Harbor, the principal commercial place and port of entry 
of the district, is situated on the southwest side of a deep inlet known 
as Black River Bay, at about eight miles distance from the lake. Its 
bay and harbor are well situated for shelter and defence^* The harbor 
is by far the best on Lake Ontario for ship- building, and as a naval 
and commercial depot. A crescent of land stretches off from the lower 
part of the village, forming an inner and outer harbor. The latter has 
a depth of water sufhcient for the largest ships- of-war within two 
fathoms of the shore. The same depth of water extends to Black 
river, where there is another excellent position for ship-building. 

The first settlement of this place was made in 1801 ; it advanced 
little until the commencement of the last English war, when it became 
a considerable naval and military depot; but, since the promulgation 
of peace in 1814, it has made little com.parative improvement, other 
points possessing superior advantages of position as regards artificial 
rbutes, by railroads and canals, having diverted from it a portion of its 
business, although it still maintains its commercial character. The ad- 
jacent country is a fine agricultural region, and its abundant water- 
power renders it well adapted to the growth of manufacturing enter- 
prise, while Watertown, a few miles inland, is a flourishing town, well 
situated on the Black river. Still, in spite of these advantages, the 
commerce of Sackett's Harbor has been on the decline for some years; 
whether on account of the exhaustion of lumber resources, or the diver- 
sion of supplies for the inland home consumption, and of agricultural 
produce for export, from the coast trade to canal and railroad transpor- 
tation, does not sufficiently appear. At all events, the declared value 
of the commerce of the district has materially declined, as will be seen 
from the following table, since 3846. 

The other small towns, mentioned above, are used to a trifling extent 



COLONIAL AND LAKE TRADE. 



67 



as landing-places for imported merchandise, and for shipment of pro- 
■duce, by the surrounding inhabitants, to the extent of their own wants 
and conveniences, but not in such amounts as to render them worthy 
of any notice as commercial depots. 



. 


Declared values 
for 1846. 


Declared values 
for 1847. 


Declared values 
for 1851. 




$1,550,909 

1,851 

1,106,986 

75,345 


*1, 257, 823 

3,891 

841,478 

38,253 


$497,809 
' 56,118 


Forsicn. imports. •••••....••..••.. 




303,258 




21,980 




Total 


2,735,091 


2,141,445 


879,165 







Some portion of the above deterioration may be, perhaps, ascribed to 
a discrepancy in the valuation of articles ; but it is hardly probable that 
the result, as a whole, can be attributed to such a cause ; nor is it 
necessary to seek far for reasons, since the experience of every day 
teaches us that the places which possess the greatest facihties of 
transmission and transportation of produce and merchandise, and the 
most numerous inlets and outlets for articles of commerce in the shape 
of internal improvements and intercommunications, will necessarily 
attack and take at disadvantage those which rely solely on. external 
trade. 

It is not to be doubted, therefore, that Ogdensburg and Oswego 
have attacked Sackett's Harbor, and diverted from it a portion of its 
coastwise traffic ; while it is as certain that some of the agricultural 
produce which formerly sought a market, via the lakes, now seeks the 
same ultimate destination inland, via canal and railroad. 

Such are the revolutions, in some sort, of commerce, and such the 
progress of the times ; the result being, that those places which are 
content to be stationary, and do not endeavor to keep up with the move- 
ment, enterprise, and energy of the times, must needs retrograde ; nor 
can any natural advantages insure to them a long monopoly of pros- 
perty and success. 

Tfie following table will be sufficient to convey some idea as to the 
operation of the changes alluded to above, and the class of articles 
affected there bv : 



68 



ANDREWS REPORT ON 

Exports coastwise for 1847 a7id 1851 



Articles. 




Lumber .'.~ thousand feet. 

Staves thousand. . . . 

Shingles do 

Ashes barrels 

Pork do 

Oats bushels 

Barley do 

Corn do 

Wheat do 

l^as and beans do 

Potatoes do 

Flour barrels 

Indian meal do 

Butter pounds 

Cheese do 

Wool do 

Pig iron , tons 

Leather pounds 

Domestic spirits gallons 

Do. woollens yards 

Do. cottons do 



Total estimated value 



4,406 

919 

371 

420 

339 

37,583 

80,678 

41,624 

4,926 

3,553 

1,850 

788 

4,141 

850,000 

9,706 

64,800 

2,021 

17,600 

36,240 

56,250 

334,000 



1841,478 



1851. 



2,896 

25 

57 

366 

145 

34,068 

62,895 

42,581 

5,402 

7,173 

970 

16^ 

161,50a 

1,344 

11,400 

732 

1,500 

63,240 



$303,258 



For the same years the importations of some few articles of coast- 
wise trade were as follows ; and beyond this there is no more to be 
stated concerning this district, unless it be to point out that in 1847 
the exports to Canada consisted of barle}^, oats, corn, vegetables, 
cheese, machinery, and manufactures; while in 1850 and 1851, flour 
wheat, and vegetables were imported from that country, together with 
animals. The Canadian trade has augmented somewhat, while the 



coastmg trade •has decreased. 



Coastwise Importations. 



Articles. 


1847. 


1851. 


Fruit 




• •••••• .barrels. . • • 


1,369 

11,984 

],166 

15,265 

351 

231 

430 

340 

25,150 


1 501 


Salt 




do 


7,851 
1,630 


Flour 




do 


Wheat 




• •....• .bushels . • • > 


37,890 
147 
331 


Cotton 

Wool 




bales 

do 


Gypsum 

Coal 




do 

do 


1,280 
33,960 


Hides 









COLONIAL AND LAKE TRADE. 



69 



The steam tonnage enrolled in the district, June 30, 1851, was 343 
tons, and sail tonnage 6,768. 



Years. 


Entries. 


Tons. 


Crews. 


Clearances- 


Tons. 


Crews. 


1851 


684 
737 


348,438 
328,126 


14,706 
13,624 


679 
1 751 


347,394 
332,433 


14,650 


1850 


13,670 




Difference 


53 


20,312 


1,082 


72 


14,961 


975 



Ccmadian Trade in 1851. 



•Imports — American vessels ^56, 118 ; duty, $16,399 

Exports — American vessels 21,980 

Entrances and clearances, District of SacJcetth Harbor, New York, during 

the year 1851. 





No. vessels. 


Tons. 


Men. 


Boys. 


FOREIGN TRADE. 


200 
31 

207 
31 

453 
441 


163,816.56 

2,994.00 

162,760.91 

2,994.00 

181,626.61 
181,639.45 


6,835 
193 

6,834 
193 

6,982 
6,936 


349 


British do 

Cleared — American . . .do 

British do 

COASTING TRADE. 

Entered — Number of vessels 


340 
347 


Cleared — . . . .do do 


347 







No. 6. — District of Oswego. 

Port of entry, Oswego ; latitude 43° 25', longitude 76^ 37' ; popu- 
lation in 1830, 2,703 ; in 1840, 4,665, ; in 1850, 12,205. 

The district of Oswego has eighty miles of coast-line, from Stony 
Point to the western shore of Sodus bay, and embraces the ports of 
Texas, Salmon river, or Port Ontario; Sandy Creek, Oswego, Little 
Sodus, and Sodus Point. None of these ports, with the exception of 
Oswego, although they are all-important to the accommodation of their 
own immediate neighborhoods, for the shipment of produce and the intro- 
duction of merchandise of all kinds, can be said to be valuable in re- 
gard to the facihtation of trade and the centralization of commerce, as 
connected with distant portions of the countr}^ 

Possessing advantages, both for coastwise and Canadian commerce, 
rarely equalled and never surpassed, this port of entry has by rapid 
strides, within the last few years, attained an importance among the 
great business marts of the lakes, which guaranties an indefinite in- 
crease of its commercial and maritime power, until the whole territories 
of the British and American northwest shall have become densely popu- 
lated ; theii' fertile soil advanced to the highest state of cultivation ; 



70 

the fisheries of their lakes prosecuted to their utmost capacity ; and 
their unfathomable mineral resources penetrated and developed, so far 
as science and enterprise may effect. 

These advantages are of a threefold nature. First, an easy and rapid 
communication, both by canal and railway, with New York and Boston, 
via Albany, and by lake, canal, and railway with Ogdensburg; 
secondly, a harbor which could at a small expense be rendered per- 
fectly secure and accessible, at the nearest point on the lakes to tide- 
water ; and, thirdly, a direct communication by lake with the most 
thickly settled portions of Canada, and by lake and the Welland canal 
with the whole w^estern and northwestern lake-country. 

The city of Oswego, port of entry, and capital of Oswego county, 
New York, lies 160 miles WNW. of Albany, 373 from Washington ; was 
incorporated in 1828 ; and is situate on both sides of the Oswego river, * 
connected by a bridge 700 feet long. It extends to the lake shore. 

The harbor, next to that of Sackett's Harbor, is the best on the south- 
ern side of Lake Ontario. Tt is formed by a pier or mole of wood, filled 
with stone, 1,259 feet long on the west side of the harbor, and 200 
feet on the east side, with an entrance between them. The water 
within the pier has a depth of from 12 to 20 feet. The cost of this work 
was $93,000. It is among the earliest improvements of lake harbors 
undertaken by the government, having been commenced in 1827. 

The protection anticipated from these works has not fallen short of 
what was expected ; but the piers, being built of cribs of timber, filled 
with stone, began to decay so early as 1833. Some steps were taken 
in the year 1837 to replace the old work with permanent structures of 
masonry, but these were soon discontinued, and what remains is rapidly 
going to ruin, with the exception of 500 feet of the west pier, which is 
well built of stone and is in good condition. 

It is calculated that for the moderate sum of $207,371 these works 
can be secured and improved in the following manner, so as to render 
the harbor perfectly secure and of easy access to the largest class of 
vessels in use on the lakes : 

1. By rebuilding the whole pier-line in substantial solid masonry. 

2. By enlarging and strengthening the west, or hght-house, pier-head, 
and defending it by a five-gun battery. 

3. By removing the gravel and deposites within the piers, which have 
become a barrier to the entrance of the inner and outer harbors. It is 
an original deposite by the littoral currents of the lake, not caused or 
increased by the piers. Once removed, it can never return while the 
piers stand. 

The principal harbor-light is on the pier-head on the west side of the 
entrance. The tonnage of the port in 1840 was 8,346 tons ; by com- 
paring which with the present tonnage, as given below, tiie general 
increase of the port will be readily seen. 

The population of the town is about 13,000 persons. 

The Oswego canal, formed principally by improvement of the natural 
course of the river, passes through the great salt districts of the State 
at Salina and Liverpool, to Syracuse, where it connects with the Erie 
canal from Albany to Buffalo. Oswego is, therefore, the great outlet 
for the western exportation of domestic salt. The Syracuse and Os- 



COLONIAL AND LAKE TRADE. 



71 



wego railway connects the city with Syracuse, and thence with Albany, 
Buffalo, New York, and Boston. It is distant from Rochester, by lake, 
55 miles, and from Sackett's Harbor 40 miles. The rapid increase of 
the commerce of Oswego is aptly illustrated b}'^ the following table, 
exhibiting the traffic in some of the leading articles of importation by 
lake during three years : 



Articles. 



1849. 



1850. 



1851. 



Flour barrels. . 

Wheat bushels. . 

Corn do. . . . 

Barley do. . . . 

Rye do. . . . 

Oats do 

Peas and beans do. . . . 

Pork barrels . . 

Beef do ... . 

Ashes do. . . . 

Lumber feet — 



51 



317 
3,615 

383 
65 
31 

133 
24 
35 
20 
10 

101 



,758 
,677 
,230 
,286 
,426 
,697 
,012 
,098 
,375 
,872 
,432 



302,577 

3,847,384 

426,121 

120,652 

86,439 

113,463 

25,068 

26,262 

6,789 

11,435 

67,586,985 



389,929 

4,231,899 

1,251,500 

194,858 

106,518 

175,984 

63,634 

27,950 

15,854 

4,479 

83,823,417 



The annexed figures will show what portions of some of the above 
articles were received from Canada during the same period: 



Articles. 



1849. 


1850. 


1851. 


198,623 


260,874 


259,875 


623,920 


1,094,444 


670,202 


16,044 


7,499 


53,950 


55,700 


90,156 


78,771 


16,322 


22,380 


60,335 


6,648 


10,372 


11,496 


44,137,287 


50,685,682 


62,527,843 


2,235 


1,580 


584 


115,759 


225,087 


75,000 


97,141 


77,941 


82,908 



Flour .,. .barrels 

Wheat bushels 

Rye do , . 

Oats do. . 

Peas do . . 

Potatoes , do. . 

Lumber feet.. 

Ashes barrels 

Butter pounds 

Wool do. . 



Of the above amount of 4,231,899 bushels of wheat, only 1,676,213 
were forwarded by canal; and, while there were received by lake only 
389,929 barrels of flour, there were forwarded by canal 888,131 barrels, 
showing that of the remaining 2,555,686 bushels of wheat there were 
manufactured by the Oswego mills, and sent forward by canal, 498,200 
barrels of flour, while probably 13,000 barrels of flour in addition were 
absorbed by local consumption. 

According to this calculation, the capacity of the Oswego flouring 
mills cannot fall short of 511,000 barrels of flour per annum. The 
value. of the Canadian commerce of this district is estimated, for 1851, 
as follows : 

Imports paying duty $435,153 

Imports bonded and free 1,349,259 

Total foreign imports 1,784,412 



72 



ANDREWS REPORT ON 



Exports of foreign merchandise $915,900 

Exports of domestic merchandise 2,291,911 

Total exports to Canada $3,207,811 

Total foreign commerce 4,992,223 

This, it should be observed, amounts to very nearly one-half the entire 
Canadian commerce with the United States. Owing to the large pro-, 
portion of Canadian produce entered in bond, the amount of duties col- 
lected is comparatively small, when contrasted with that received in 
other districts ; but this fact renders the trade none the less valuable to 
Oswego. 

The whole amount of duties collected in Oswego, in 1851, was 
$89,760, while there was assessed and secured on the property entered 
in bond the further sum of $226,937, making a total of $356,697 duties 
assessed on property entered at the port of Oswego during the year. 

The coastwise imports at the port of Oswego, for the year 

1851, amounted to $6,083,036 

Coastwise exports of 1851 11,471,071 

Total coastwise 17,554,107 

Add foreign commerce 4,992,223 

Total 1851 22,546,330 

The enrolled and licensed tonnage of the district amounts to 21,942 
tons sail, and 4,381 tons steam, being an aggregate of 26,323 tons. 

The whole number of entrances and clearances for the year are as 
below : 



Years. 


Entrances. 


Tons. 


Men. 


Clearances. 


Tons. 


Men. 


185] 


3,318 
3,004 


721,383 
656,406 


28,157 
24,032 


3,198 

2,771 


685,793 
604,159 


26,029 


1850 


23,548 




Increase 


314 


64,997 


4,125 


427 


81,634 


2,481 



The enrolled tonnage for 1840 was 8,346 ; for 1846, 15,513 ; for 
1847, 18,460 ; for 1848, 17,391 ; and for 1851, 26,323 tons. 

The value of the commerce of Oswego, for several years, has been 
declared as follows: In 1846, $10,502,980; in 1847, $18,067,8J9; and 
in 1851, $22,546,330. 



COLONIAL AND LAKE TRADE. 73 



CANADIAN TRADE IN 1851. 
Imports. 

In American vessels — 

In bond $197,040 

Paying duty 174,212 

7ree 9,513 

$380,765 

In British vessels — 

In bond 1,137,308 

Paying duty 260,941 

Free ^ 5,398 

1,403,647 

Total imports 1,784,412 

Exports foreign produce and manufactures. 

Entitled to drawback. Duty collected. Not entitled to drawback. 

In American vessels.. $90,532 $36,381 $287,288 

In British vessels 170,603 53,379 367,477 

261,135 89,760 * 654,765 

* In this are included — 

Tea 825,606 pounds, value $423,057 

CofFee 359,512 pounds, value 37,220 

460,277 
Exports domestic produce and manufactures. 

In American vessels $1,190,048 

In British vessels 1,100,863 

2,291,911 



74 



ANDREWS REPORT ON 



Impoi'ts at the District of Oswego, coastwise, during the year ending De- 
cember 31, 1851. 



Articles. 



Quantity. 



Value. 



Fish barrels . 

Ashes — pot and pearl . . . casks. . 

Lumber feet. . . 

Staves and heading M.. . . 

Laths M.... 



Shingles M 

Wheat bushels.. 

Flour barrels.. 

Barley bushels. . 

Rye do. . . 

Oats do. . . 

Corn do. . . 

Potatoes do. . . 

Peas and beans do . . . 

Apples barrels.. 

Peaches baskets. .- 

Butter packages. 

Cheese do . . , 

Pork barrels.. 

Hams and bacon casks .. . 

Lard packages. 

Beef barrels.. 

Tallow do . . . 

Hides number . 

Sheep-pelts bundles . 

Wool pounds . 

Eggs barrels.. 

Beeswax do . . . 

Horses number . 

Cattle do. . . 

Grass-seed casks. . . 

Hemp bales. . , 



.do. 



Hops. 

Malt bushels.. 

Tobacco hhds ... 

Broom-corn bales. . , 

"Whiskey barrels . . 

Ale and porter do.. . . 

Dry goods boxes ... 

Furniture packages. 

Paper and books bundles . 

Leather rolls. . . 

Paint barrels . . 

Salseratus casks. . . 

Glass boxes . . . 

Starch do. . . . 

Oil cake tons. . . . 

Lard Oil barrels.. 

Candles boxes. . . 

Iron (pig and scrap) . . . .tons. . . . 

Nails kegs . . . 

Grindstones number . 

Coal tons. . . 

Limestone do.. . . 

Corn-brooms dozen... 

Platform scales number . 

Sundries 



335 


$2,345 


3,895 


97,375 


21,295,574 


213,000 


1,799 


8,995 


1,179 


4,716 


1,423 


3,557 


3,561,697 


2,849,358 


130,054 


520,216 


171,347 


102,808 


52,568 


26,284 


97,213 


29,164 


1,251,306 


625,653 


4,874 


2,437 


3,202 


2,402 


3,327 


4,159 


45] 


564 


4,029 


48,348 


3,888 


38,880 


27,950 


419,250 


10,666 


175,000 


22,208 


266,496 


15,940 


159,400 


'447 


9,834 


7,090 


21,270 


272 


20,400 


42,400 


12,720 


702 


7,020 


67 


2,680 


50 


5,000 


15 


400 


406 


4,872 


266 


7,980 


377 


18,850 


7,955 


4,773 


282 


25,380 


300 


4,500 


2,619 


26,190 


200 


1,200 


251 


25,100 


245 


12,250 


355 


38,300 


1,108 


44,320 


1,275 


8,928 


132 


1,960 


2,305 


5,763 


303 


606 


633 


25,320 


2,433 


72,990 


685 


2,740 


550 


16,500 


279 


1,116 


1,300 


6,500 


799 


3,196 


640 


1,280 


126 


252 


300 


6,000 




36,532 







Total. 



6,083,036 



COLONIAL AND LAKE TRADE. 



75 



Exports, coastwise, from the district of Oswego, during the year 

December 31, 1851. 



Articles, 



Quantity. 



Value. 



Fish 

Oil casks... 

Lumber feet.. 

Flour-. barrels.. 

Wheat bushels . 



.do. 



Corn 

Apples barrels 

Rice tierces 

Horses number 

Pork barrels 

Hams and bacon casks 

Lard packages 

Wool pounds 

Hides and skins do 

Cotton.. do 

Tobacco do 

Spirits casks , 

Spirits of turpentine .. . .barrels 

CanAles boxes 

Starch pounds 

Furniture » . 

Pianos number 

Wagons and carriages . . . .do 

Tobacco boxes 

Snuff. jars 

Ground gypsum barrels 

Water lime do 

Salt do 

Leather pounds 

Boots and shoes 

Hats 



Drugs, &c 

Glass, glass-ware, and earthenware. 

Railroad iron tons 

Bar and other iron do 

Pig and scrap iron do 

Steel , .pounds. .. . 

Nails and spikes do 

Stoves and castings tons 

Hardware 

Tin boxes 

Sugar pounds. . . . 

Molasses 

Tea .chests 

Coffee pounds. . . . 

Coal tons 

Books and paper 

Sundries 



525 

148,300 

2,727 

2,500 

7,500 

6,616 

603 

150 

595 

1,014 

144 

15,495 

100,581 

111,873 

97,125 

650 

1,350 

550 

195,285 



43 

98 

850 

495 

5,498 

16,101 

376,601 

150,000 



43,429 

3,117 

1,267 

415,400 

1,593,631 

1,376 



1,050 
,961,000 



1,440 

380,799 

3,213 



$70,752 

13,125 

1,668 

10,908 

2,000 

3,750 

8,317 

15,075 

12,000 

8,925 

20,280 

1,296 

3,409 

12,189 

10,069 

11,655 

26,100 

20,250 

2,200 

11,717 

29,250 

8,900 

13,360 

34,000 

1,900 

4,811 

16,101 

328,941 

.30,000 

30,000 

16,000 

16,000 

147,139 

1,737,160 

249,360 

37,997 

62,310 

143,745 

11,080 

16,300 

6,300 

677,270 

98,112 

43,200 

338,080 

16,065 

18,500 

7,073,525 



Total. 



11,471,071 



• No. 7. — District of Genesee. 

Port of entry, Rochester ; latitude 43^ 08', longitude 77^ 51' ; popu- 
lation in 1830, 9,207 ; in 1840, 20,191 ; in 1850, 36,403. 

The Genesee district has a very limited commerce except with 
Canada ; with eighty miles of coast it has but one shipping place, 
which is situated at the mouth of the Genesee river, at a distance of 
about three miles from Rochester city. The passage of the Erie canal 



76 



ANDREWS REPORT ON 



and a parallel line of railroad through the entire length of the district, 
but a few miles distant from the coast, offering better facilities for the 
transportation of passengers and merchandise, whether eastward or 
westward, than the lake can afford, confines the commerce of the port 
entirely to Canadian trade. Rochester is well situated on the falls of 
the Genesee, which are three in number, with an aggregate descent of 
268 feet within the city limits, affording almost unbounded resources in 
the shape of water-power, applicable to most manufacturing purposes, 
and applied largely to the flouring business ; the greater part of the 
wheat shipped by canal from Buffalo being floured and reshipped by 
canal to its ulterior destination. 

It occupies both sides of the river, and had a population, in 1820, of 
1,502 individuals. In 1830 it had increased to 9,269 : in 1840 to 20,191, 
and in 1850 to 36.403. In 1812 it was laid out as a village, and in- 
corporated in 1817. It was chartered as a city in 1834, and the city 
limits now occupy an area of 4,324 acres, well laid out with a good 
regard to regularity. Rochester has three bridges across the Genesee 
river, besides a fine aqueduct over which the canal passes, traversing 
the heart of the city, and adding much to its prosperity, as well as to 
the rapidity of its growth. 

The Canadian commerce of this district was, for 

1851. Imports S49,040 

Exports 913,654 

Total 962,694 

1850. Imports $95,283 

Exports 326,899 

422,182 

In 1851 $962,694 

1850 422,182 

Increase 540,512 



The amount of tonnage entered and cleared from this port was : 



Year. 


Entrances. 


Tons. 


Men. 


Clearances. 


Tons. 


Men. 


1851 . . . . 


487 


212,794 


7,997 


487 

1 


212,794 


7,997 



There are enrolled in this district 429 tons of steam and 57 of sail 
shipping. 

Exported to Canada. 

In British vessels, foreign goods $335,708 

In British vessels, domestic goods entitled to drawback 445,967 

In British vessels, foreign goods entitled to drawback 131,979 

913,654 



COLONIAL AND LAKE TRADE. 77 

Im'ported from Canada. 

Duty collected. 

In American vessels $8,456 $1,765 

In British vessels 40,584 8,773 



49,040 10,538 



No. 8. — District of Niagara. 

Port of entry, Lewiston ; latitude 43° 09', longitude 79° 07'; popu- 
lation in 1830, 1,528 ; in 1840, 2,533 ; in 1850, 2,924. 

This district embraces all the lake coast of Ontario, from the Oak 
Orchard creek to the mouth of the Niagara, and thence up that river to 
the falls on the American side, and includes the ports of Oak Orchard 
Creek, Olcott, and Wilson, on the lake shore, Lewiston and Youngs- 
town on the river, and an office of customs at the suspension bridge 
which crosses the Niag^a, at three miles distance belqj5^^y^ falls. 

There is a very considerable trade from Buffalo passingTnrough this 
district to Canada^^ across the suspension bridge; especially in the 
winter season, at which time it is by far the better route, on account oT 
the railroad communication from the falls, which were, in former years, 
generally considered as the head of navigation. 

At that time the trade of the Niagara district was of the greatest im 
portance ; but since arts and science have opened new channels of com- 
munication on either side of that great natural obstacle, the field of its 
commercial operations has been narrowed down to the supply of the 
local wants of the circumjacent country. 

Lewiston, the port of entry and principal place of business, as well as 
the largest town of the district, is situated on the east side of the Niagara 
river, seven miles above its mouth, opposite to Queenstown, Canada, 
w^ith v/hich it is connected by a ferry. It has a population of about 
3,000 persons, and communicates with Buffalo and Lockport by ]fiil- 
ways, and with Hamilton, Toronto, Oswego, and Ogdensburgh, during 
the summer season by daily steamers. It carries on some valuable 
traffic with Canada. 

The district is, as yet, rather barren of internal improvements, having 
for their object the connecting the circumjacent regions with the lake 
and river ; for there is but one railway passing through it, which has 
Buffalo and Lockport for its respective termini. One or two other 
roads, however, are in process of construction, designed to connect 
Rochester and Canandaigua with the great western railwa}^ through 
Canada, as it is intended, by means of a second suspension bridge 
across the Niagara, near Lewiston. 

It is, however, a question with many minds whether it will be pos- 
sible to construct a bridge upon this principle sufficiently steady and 
firm to admit of the passage of a locomotive with a heavy train. But, 
be this as it may, there will be no difficulty, it is probable, in making 
the transit in single cars, by horse-power. It seems somewhat remark- 
able that, while the success of railroad communication by means of sus- 
pension is so entirely problematical, no attempt should have been made, 



78 



ANDREWS REPORT ON 



or even proposed, to throw a permanent arched bridge across the river 
near the mouth of the Chippewa creek, which could be effected, one 
would imagine, by means of stone piers and iron spans, without great 
risk or difficulty. Should the suspension plan, however, prove unfea- 
sible, it is probable that the iron tubular bridge system, so triumphantly 
established in Great Britain on the Conway and Menai straits, will 
be adopted. So that it may be almost confidently predicted that the 
Niagara district will very shortly be brought into the line of a great 
direct eastern and western thoroughfare, which will add greatly to its 
Canadian commerce overland, and materially increase the size and 
progress of Buffalo. 

In former days, all freight coming up Lake Ontario, destined for con- 
sumption, was transported by land from Lewiston across the portage 
around the falls of the Niagara. The noble river itself affords an ex- 
cellent harbor at Lewiston, being far below the rapids and broken 
water, which extend to some distance downward from the whirlpool. 
Youngstown, a few miles lower down the stream, is also a good land- 
ing place fo^.^steamers. • * 

A line of fine mail-steamers plies regularly between these places and 
Ogdensburg and Monti'eal daily. The other ports above mentioned 
are mere local places for shipment of domestic country produce, and 
the receipt of merchandise. No definite returns have been made of 
their business, so that it is not possible to enter upon this branch of the 
subject in detail. 

The returns of the commerce of this district prove it to be as follows : 

Imports from Canada during the year 1851 $103,985 

Imports coastwise " " ''.... 236,684 

Total imports 340,669 $340,669 

Exports to Canada, foreign $150,023 

" " domestic produce 426,023 

#" " coastwise 433,634 



Total exports 1,019,418 1,019,418 

Grand total 1,360,087 



Total foreign commerce $689,769 

Total coastwise commerce 670,318 



Total commerce of the district 1,360,087 



The tonnage employed in this district for the following years, was : 



Years. 


Entrances. 


Tons. 


Men. 


Clearances. 


Tons. 


Men. 


1851 


990 
903 


427,968 
358,048 


1 
21,188 
16,950 


990 
903 


427,968 


21,188 


1850 


16,950 




„„„,„._ 


Increase 


87 


69,920 


4,238 


87 


G9,920 


4,238 



COLONIAL AND LAKE TRADE. 79 

The enrolled and licensed tonnage of this district for 1851, was : 

Steam 100 tons. 

Sail 505 *' 

Total tonnage 605 " 

The increase in this chstrict will be seen by a glance at the follow- 
ing tables : 

'Enrolled shipping for the year 1838 119 tons. 

" ^ " " 1843 112 " 

" 1848 :.. 730 " 

" • " 1851 605 " 

The foreign commerce for the 3'ears 1847, 1850, and 1851, compare 
as follows : 

Exports, domestic 

" foreign 

Imports from Canada 



1847. 1850. 


1851. 


$166,541 p2f,g 


$426,761 
159,023 


18,015 353,954 


103,985 



184,556 679,492 689,767 



Canadian trade in 1851. 

Imports. Duty collected. 

In American vessels |42,115 $7,854 

In British vessels 61,870 32,102 



103,985 19,957 



Exports — -foreign goods. 

Entitled to drawback. Not entitled to drawback. 

In American vessels $24,722 $32,052 

In British vessels 75,242 28,007 



99,964 60,059 



Exports — domestic jiroduce and manufacture. 

In American vessels ' $212,924 

In British vessels 213,837 



426,761 



Total exports and imports in American vessels $311,813 

Total exports and imports in British vessels 378,956 

690,769 



80 

Statement of men and tonnage employed in the Canadian trade with this 

district. 

American steamboats 2,968 men. 424 boys. 

" sail vessels 66 " 1 boy. 

Total Americans in foreign trade. 3,034 " 425 boys. 

Foreign steam vessels 9,209 men. 491 boys. 

" sail vessels 130 " 54 " . 



Total in foreign vessels 9,339 " 545 " 

Statement of crcics on hoard coasting vessels. 

No. entries. Tons. Men. Boys. 

Steam vessels 282 203,120 6,930 818 

Sail vessels 19 1,695 80 17 

Total 301 204,815 7,010 835 



No. 9. — District of Buffalo Creek. 

Poit of entry, Buffalo; latitude 42^ 53', longitude 68*^ 55'; popula- 
tion in 1830, 8,668; in 1840, 18,213; in 1850, 42,261. 

This district has a coast-line one hundred miles in extent, commenc- 
ing at the great falls on the Niagara river, and thence extends south- 
ward and westward, embracing the ports of Schlosser, Tonawanda, 
and Black Rock, on the river ; Buffalo, on Buffalo Creek, at the foot of 
Lake Erie; and Cattaraugus Creek, Silver Creek, Dunkirk, Van Buren 
harbor, and Barcelona, on the southern shoie of Lake Erie; being all 
the ports between the Falls of Niagara and the eastern State line of 
Pennsylvania. 

"Buffalo Creek" has a commerce larger than that of any other lake 
district in the United States, amounting to nearly one-third of the whole 
declared value of the lake trade, and showing the astonishing increase, 
in the single year 1851, of $19,087,832. This increase may partly 
be attributed to the opening, in Ma}^ 1851, of a new avenue of trade 
to one point of the district, in that noble work, the New York and Erie 
railroad. The commencement of operations on this route necessarily 
increased the competition for the "trade of the lakes ;" and, while an 
excellent share of business has fallen to the lot of the new enterprise, it 
would appear that the old-established lines have been gainers rather 
than losers by its opening. 

Within the boundaries of this district, and, in some sort, all serving 
as the feeders and receivers of its lake commerce, are the terminations 
of the following great avenues to the seaboard: the Albany and Buffalo 
railway, the New York City and Buffalo railway, the New York City, 
Corning, and Buffalo railway, the Buffalo, Canandaigua, and New York 
City railway, the Buffalo and Niagara Falls railway, the Buffalo and 



COLONIAL AND LAKE TRADE. 81 

Stale Line railway, extending to Erie, Pa., through Dunkirk; the New 
York and Erie railway, extending from the port of New York to Lake 
Erie at Dunkirk; and last, not least, the Erie canal, intercommunica- 
ting between the lakes and the Atlantic tide-water. 

The three Buffalo and New York roads, and the State Line road, 
have been put into operation since the commencement of the present 
year — 1852 — and cannot, of course, be taken into account as operating 
upon the commerce of this district previous to that date. 

Of ihe ports above named, as being embraced in this district, the city 
of Buffalo is by far the most important; of the others, Dunkirk and 
Tonawanda, only, have any actual claims to consideration. Schlosser, 
being situated three miles only above the falls, where the current is 
already so rapid as to be almost dangerous, enjoys few commercial 
advantages, and is remarkable only as a landing-place for pleasure 
parties, and the seat of a small Canadian trade, carried on by means 
of skiffs across the river. 

The Niagara, to this point, is navigable for steamers and other ves- 
sels of the largest lake-class ; but, the channel being difficult and the 
current perilously strong, vessels of any magnitude rarely venture 
themselves so near the falls. The Canadian port of Chippewa is 
nearly opposite this point; and, during the summer season, a small 
steamer plies regularly twice a day between Chippewa and Buffalo, 
entering the Niagara fi'om the Chippewa creek, b}^ means of a cut, and 
thence proceeding up the river to the Buffalo harbor. 

Tonawanda is moie ehgibly situated for trade, on the Tonawanda 
creek — a fine navigable stream — the Niagara, and the Erie canal ; the 
riv'er and creek forming an excellent harbor. It is twelve miles north 
from Buffalo, on the canal; and, owing to its facilities for the tran- 
shipment of produce saving twelve miles' tolls, its business has in- 
creased rapidly during the last three years. This business "is princi- 
pally transacted by Buffalo houses, and the commercial transactions of 
Tonawanda are, for the most part, made in the Buffalo markets, to 
which easy access is had by means of the Buffalo and Niagara Falls 
railway. 

The commerce of this port in 1850 was valued at $1,205,494, and 
in 1851 at no less than $3,782,086, consisting of $1,692,423 exports by 
lake, and $2,089,663 imports ; showing an aggregate increase, over 
the value of the business of 1850, of $2,576,592. 

Black Rock, the next port in order, is similar in situation to the last 
described ; being situate on the Niagara river and Erie canal, only two 
miles distant from Buffalo. 

The returns of the trade and commerce of the lakes at this point are 
usually included, by the collector, with those of Buffalo. In 1850 and 
1851, they were, however, made distinct, and are as follows : in 1850, 
$1,947,693 ; in 1851, $2,349,334; showing an increase on the year of 
$401,641. The principal commerce of Black Rock consists in a traffic 
carried pn with Canada, by means of a ferry, which plies constantly 
between the opposite banks of the river, and in the manufacture of 
flour, for which purpose several mills have been estabhshed at this 
point. • 

Silver creek, Cattaraugus creek, Van Buren harbor, and Barcelona, 
6 



82 ANDREWS' REPORT ON 

are, each of them, convenient landing places for supplies, and for the 
shipping of the produce of the neighborhood ; but the value of their 
commerce has not been made up or returned, as the small-class vessels, 
which ply in the trade between Buffalo and these ports, rarely extend 
their trips beyond the limits of the district, in which case they are not 
required to report their cargoes at the custom-house. Their imports 
consist of all kinds of merchandise, and their exports of butter, cheese, 
pork, wool, lumber, and vegetables, the country behind and adjacent 
to them being one of the richest and most fertile portions of the whole 
State of New York. 

Dunkirk is situate on Lake Erie, about 45 miles west of Buffalo, 
with which it is connected by railway. It has a fine harbor, with an 
easy access for vessels of light draught of water, and communicates 
with New York by the Erie railroad, 464 miles in length. There are 
some slight obstructions at the harbor mouth, as is the case with most 
of the lake ports, which if removed, would make navigation perfectly 
free for vessels -of light draught ; but the bottom being of rock, it cannot 
readily be deepened. 

The commerce of Dunkirk, vvhich previously was merely nominal, 
amounted in 1851, after the opening of the Erie railway, to the sum of 
$9,394,780, being of exports $4,000,000, of imports ^5,394,780. The 
Buffalo and State Line railwa}^ which connects that city with Dun- 
kirk, also connects it with Erie, Pa. 

The city of Buffalo, the port of entry of this district;, had a popula- 
tion in 1810, of 1,508 persons ; in 1820, of 2,095 ; in 1830, of 8,668 ; 
in 1840, of 18,213; and in 1850, of 42,261; showing an increase of 113 
per cent, from 1830 to 1840, and of 132 per cent, from 1840 to 1850. 
This would lead to the conclusion, on the average rate of increase on 
the last ten years, that on the 1st of January, 1852, its population did 
not fall far short of 50,478 persons. 

Buffalo occup"es a commanding business situation at the western 
terminus of the Erie canal and the eastern terminus of Lake Erie, con- 
stituting, as it were, the great natural gateway between the marts of the 
East and the producing regions of the West, for the passage of the lake 
commerce. It is distant from Albany, on a straight line, 288 miles — by 
canal 363, and by railroad 325. From Rochester, 73 miles; from 
Niagara Falls 22, SSE.; from Cleveland 203, ENE.; from Detroit 290, 
E. by N.; from Mackinaw 627, SE.; from Green Bay 807, ESE ; from 
Montreal, Canada East, 427, SW.; and from Wasiiino-ton, D. C, 381, 
NW. 

The harbor of Buffalo is constituted by the mouth of Buffalo creek, 
which has twelve to fourteen feet of water for the distance of a mile 
from its mouth, with an average width of two hundred feet; and is pro- 
tected by a fine, substantial stone pier and sea-wall jutting out into the 
lake, at the end of which there is a handsome light-house twenty feet 
in diameter, by forty-six feet in height ; there is, however, a bar at tiie 
mouth preventing the access of" any vessels drawing above ten feet of 
watc;r. A ship-canal seven hundred yards long, eighty feet wide, and 
thirtee;n deep, has been constructed into the place as a further accom- 
modation for vessels and for their security when the ice is running ; yet 
the harbor, which is perfectly easy of access in all weathers, is very 



COLONIAL AND LAKE TRADE. 83 

far from being adequate to the commerce of the place, and is often so 
much obstructed by small craft and canal-boats, especially when forced 
in suddenly by stress of weather, that ingress or egress is a matter not 
easily or rapidty effected. The extension of the Erie canal a mile to 
the eastward of its original terminus, and the construction of side-cuts 
into it for the refuge of boats, will do something to relieve this pressure ; 
and much has been effected by the enterprise of the city authorities, who 
have already expended large sums in the excavation of ship-canals 
inside the sea-wall, on w^hich warehouses for the storing of goods and 
facilitating the transhipment of merchandise are in progress of erection. 

Two very large canal basins are also in progress, under the auspices 
of the State, for the better and safer accommodation of canal-boats. 
This will tend to attract them from the. main harbor, and will materially 
increase its capacity for lake shipping. One of the above named basins 
is being constructed near the mouth of the harbor, and the other some- 
thing more than a mile distant, easterly. The two, being in the imme- 
diate vicinity of the creek and communicating with it, and also with 
each other by canal, will afford ample facilities for transhipment to 
both sides of the city. 

More than this, however, is required, to meet the demands of the 
large and daily increasing commerce of the place, and it is contempla- 
ted to open a new channel from the lake to the creek, at above a mile's 
distance from its mouth, across the isthmus, which is not above tw^o 
hundred and fifty yards in w^idth ; and this improvement, with the erec- 
tion of a new breakwater, would render it sufficiently capacious for 
the computed increase of shipping for many years to come. 

Buffalo is a handsome and well built city, with streets, for the most 
part, rectangular and rectihnear, and many handsome buildings. It is 
the terminus of that stupendous State work, the Erie canal ; of three 
lines of railway connecting it directly with New York; and of one com- 
municating, through Albany, with both the cities of New York and Bos- 
ton. It is also the eastern terminus of the Buffalo and State Line rail- 
way, which is destined to extend westward, by means of the south 
shore railways, to Toledo, Detroit, and Chicago. A railroad is also 
projected hence to Brantford, in Canada West, which will open to the 
city the whole trade of the rich agricultural valley of the Grand river, 
with the adjacent lumbering districts, and is destined to connect with 
the great western road, and thence, via Detroit, with all the West, and 
by Lake Huron with the m^ineral regions of Lake Superior. It has a 
dry-dock of sufficient capacity to admit a steamer of sixteen hundred 
tons burden, and three hundred and twenty feet length, with a ma- 
rine railway to facilitate the hauhng out and repairing of vessels. 
There is also near the same ship-yard in which these are to be found, a 
large derrick for the handhng of boilers and heav}^ machinery. In 
short, it appears that this city is resolved to keep fully abreast with the 
progress of the times, and not to lose the start which she took by force 
of her natural advantages tnrough any want of energy or exertion. 

As being the oldest port on Lake Erie, and having taken, and thus 
far held, the lead in the amount and value of her lake commerce, the 
commercial returns of Buffalo are fuller than those of most other ports ; 
and as the history of her commercial progress is little less than the 



84 



REPORT ON 



'history of the rise and advancement of all the commerce west of it, 
no apology will be necessary for entering somewhat fully into the his- 
tory of the lake commerce of Buffalo, and its details, at this time. 

This commerce dates its actual commencement from the year 1825, 
the year in which the canal was finished and opened, so as to connect 
the^ waters of Lake Erie with the Atlantic ; though the first craft 
which navigated those inland waves was built many years anterior to 
that date. The first American vessel which navigated the waters of 
Lake Erie was the schooner Washington, built near Erie, in Pennsyl- 
vania, in 1797. The first steamer on this lake was constructed at 
Black Rock, in 1818. In 1825, however, the whole hcensed tonnage 
of all the lakes above the Falls of Niagara consisted of three steamers 
of 772 tons, and 54 saihng craft of 1,677 tons, making an aggregate of 
steam and sail tonnage entering the port of Buffalo of only 2,449. 
In 1830 this had increased to 16,300 
In 1835 " " 30,60? 

In 1841 '' " 55,181 

In 1846 " " 90,000 

In 1851 '* '* 153,426 

It will be observed that the ratio of increase, during this series of 
years, was, from 1825 to 1830, 113 per cent, per annum. 

1830 to 1835, 18 

1835 to 1841, 13J " 

1841 to 1846, 12 

1846 to 1851, 14 

Astonishing and unprecedented as is this increase, it yet gives no ade- 
quate idea of the increase of business transacted by it; for the changes 
which the last quarter of a century has wrought in the construction and 
models of vessels — adapting them to greater speed and capacity for 
burden, together with the improvement in the modes of shipping and dis- 
charging cargoes — have increased the availability of the same amount of 
tonnage more than tenfold. In order to ascertain the real augmentation 
of the commerce of Buffalo, during the period above mentioned, recourse 
must be had to the quantities of the articles transported. In 1825, and 
for many subsequent years, all the grain cargoes Avere handled in 
buckets, and from three days to a week were consumed in discharging 
a single cargo, during which time the vessel would, on an average, lose 
one or two fair winds ; whereas the largest cargoes are now readily 
discharged by steam, in fewer hours, than in days at that time. 

Again : steamers now require but twelve hours to make trips for 
which three days were then, at the least, necessary. 

Up to the year 1835 the trade consisted principally of exports of 
merchandise to the West. During that year, however, Ohio commenced 
exporting breadstuffs, ashes, and wool, to some extent. The following 
table exhibits the quantities of several leading articles of western pro- 
duce, during the various periods from 1835 to" 1851 : 



COLONIAL AND LAKE TRADE. 

Articles shipped eastward from Buffalo by canal. 



85 



Articles. 



1835. 



1840. 



1845. 



1850. 



185L 



Flour barrels. 

Wheat bushels. 

Corn do. .. 

Provisions . . . .barrels. 

Ashes do. .. 

Staves..: number. 

Wool pounds. 

Butter ) 

Cheese > do . . . 

Lard S 



86,233 

95,071 

14,579 

6,502 

4,419 

2,565,272 

140,911 

1,030,632 



633,700 

881,192 

47,885 

25,070 

7,008 

22,410,660 

107,794 

3,422,687 



717,406 

1,354,990 

33,069 

68,000 

34,602 

88,296,431 

2,957,007 

6,597,007 



3,304,647 

2,608,967 

146,836 

17,504 

159,479,504 

8,805,817 

17,534,981 



1,106,352 
3,668,005 

5,789,842 

117,734 

25,585 

75,927,659 

7,857,907 

11,102,282 



The figures above are taken from the canal returns for the several 
years, and of colffse do not embrace the whole imports of the lakes, 
but are given as the best attainable standards of the increase of lake 
commerce, up to the date when the statistics of that commerce began 
to be kept in a manner on which reliance might be reposed. 

The table next ensuing will give a fuller and more satisfactory idea 
of the actual increase of the trade, as well as of the various kinds of 
articles received at Buffalo, during a series of consecutive years. In 
this table all packages of the same article are reduced to a uniform 
size; and for this reason, probably, some articles will be found to vary 
in quantity, for the year 1851, from the figures contained in the report 
made up at the collector's office, and furnished by Mr. Wm. Ketchum, 
the collector, showing the receipts at Buffalo, Dunkirk, and TonaWanda, 
by lake, together with their tonnage, their value at each point, and their 
aggregate for all the points combined. 

The following table was made up from day to day, during the several 
seasons, and will be found substantially correct. By reference to the 
ofhcial tables, following this report, some details will be found very 
curious and interesting at this juncture, for reasons which will be ad- 
duced hereafter : 



86 



ANDREWS REPORT ON 



Articles. 



Flour barrels 

Pork do.. 

Beef. do.. 

Bacon. pounds 

Seeds barrels 

Lumber feet . 

Wool .bales 

Fish barrels 

Hides No 

Lead pigs 

Pig iron tons 

Coal do . 

Hemp bales 

Wheat bushels 

Corn do . 

Oats.. do . 

Rye do. 

Lard pounds 

Tallow do. 

Butter do . 

Ashes casks 

Whiskey do . 

Leather .rolls 

Staves No 



1848. 



1,294,000 

66,000 

53,812 

included in pork 

22,020 

45,000 

40,024 

6,620 

70,750 

27,953 

4,132 

12,950 

865 

4,520,117 

2,298,100 

560,000 

17,809 

5,632,112 

1,347,000 

6,873,000 

9,940 

38,700 

3,313 

8,091,000 



1849. 



1,207,435 
59,954 
61,998 

5,193,996 

21,072 

33,935,768 

49,072 



14,742 

3,132 

9,570 

414 

4,943,978 

3,321,661 

362,384 

5,253 

5,311,037 

1,773,650 

9,714,170 

14,580 

38,753 

3,870 

14,183,602 



1850. 



1,088,321 
40,249 

84,719 

6,562,808 

9,674 

53,076,000 

53,443 

10,257 

72,022 

17,991 

2,881 

10,461 

. 421 

3,672,886 

2,504,000 

347,108 

50 

5,093,532 

1,903,528 

5,298,244 

17,316 

30,189 

8,282 

19,617,000 



1851. 



1,216,603 

32,169 

73,074 

7,951,500 

11,126 

68,006,000 

60,943 

7,875 

48,430 

28,713 

2,739 

17,244 

3,023 

4,167,121 

5,988,775 

1,140,340 

10,652 

4,798,500 

1,053,900 

2,343,900 

' 13,509 

66,524 

8,186 

10,519,000 



At tbe present moment the official documents, alluded to above as 
following this report, merit something more than ordinary attention, as 
they display the character, quantity, and estimated value of each article 
passing over the lakes eastward, in pursuit of a market, and the places 
of shipment on the lake indicating, with sufficient accuracy, the 
regions where produced. Thus it will be observed that the small 
amount of cotton received came via Toledo, which may be held to sig- 
nify that it reached that point by canal from Cincinnati, to which place 
it had been brought from the southward by the Ohio river. The same 
remarks will apply to tobacco, and in some sort to flax and hemp. 
The latter, however, arrive in nearly equal quantities by this route, 
and by the Illinois river, the Illinois and Michigan canal, and by lake 
from Missouri. 

Nothing can be more interesting or instructive, as connected with the 
lake trade, than statistics like these, showing whence come these vast 
supplies, and what superficies of country is made tributary to this 
immense commerce. 

The recapitulation of the tables, referred to, shows the commerce of 
Buffalo to have been — 

In 1851, of imports, 731,462 tons, valued at $31,889,951 

exports, 204,536 " . " 44,201,720 

Making an aggregate of. 76,091,671 

In 1850 it was 67,027,518 

Increaseon 1851 9,064,153 



COLONIAL AND LAKE TRADE. 87 

Of the trade there were, in 1851, imports from Canada $507,517 

" " " exports to Canada 613,948 

Total Canadian trade of 1851 1,121 ,465 

Of the trade there were,''in 1850, imports from Canada. . . $307,074 
'• " " exports to Canada. ..!. 220,196 

Total Canadian trade of 1851 527,270 

Increase of Canadian trade on 1851 $594,195 

It is, perhaps, proper here to observe that much of the property 
purchased in Buffalo for the Canadian market passes over the Niagara 
Falls railway to the suspension bridge, where it is reported as passing 
into Canada from the Niagara district, and is as such reported as the 
trade of that district. 

The tonnage of this port exhibits an increase no less gratifying than 
that of the commerce. 

Tonnage for 1851. 





Crews, 
total. 


BRITISH. 


AMERICAN. 




Vessels. 


Tons. 


Vessels. 


Tons. 


Arrival's 


7,227 
7,486 


601 
693 


72,212 
71,241 


170 
205 


30 100 


("llparanpp'? . .. ............... 


31 Q27 








14,713 


1,194 
939 


143,453 
149,537 


375 

528 


69,027 
56,048 


°Do of 1850 










inc. 255 


dec. 5,084 


dec. 153 
255 


inc 12 979 






5,084 










From and to foreign ports 


102 


7 895 







Coasting trade for 1851. 





No. 


Tons. 


Men. 


Outward 


3,719 

3,762 


1,448,772 
1,433,777 


60,374 
59,705 


Inward 




Total coasting.. .. .. 


7,481 


2,882,049 


120 079 






Total coasting and foreign . . , 


9,050 

8,444 


3,087,530 
2,713,700 


134,792 
125,672 


Do. do. do. 1850 




Increase of 1851 


606 


373,830 


9,120 







This array of tonnage would suffer little by comparison with that of 
any of our Atlantic ports. It is composed of 107 steamers and steam- 



88 ANDREWS' REPORT ON 

propellers, and 607 sailing vessels, varying in size from steamers of 310 
feet length and 1,600 tons burden, to the smallest class of both steam 
and sailing vessels. It is a significant fact, that out of nearly 7,000 
tons of vessels building at Buffalo on the 1st of January, 1852, there 
was but one saihng vessel — of 230 tons — the remainder consisting of 
steamers and propellers ; showing conclusively that steam is daily 
growing more ^:'apidly into favor in a trade so admirably adapted to its 
successful application as that of the western lakes. 

The present population of Buffalo, as stated above, is estimated at 
50,000 persons ; the principal part of the inhabitants being employed 
in occupations more or less closely connected with the commerce of the 
lakes and canals. 

There is, moreover, much manufacturing successfully carried on in 
this place, more especially in leather, iron, and wood. 

In the above calculation of the commerce of Buffalo, no estimate has 
been made of the enormous passenger trade, or of the value of the 
many tons of valuable goods and specie transported by express over 
the railways and on board the steamers. But were it possible to 
arrive at the value of such commerce, it cannot be doubted that it would 
swell the aggregate amount of the trade, by many millions of dollars. 

The enrolled and licensed tonnage of this district is 22,438 tons, of 
steam measurement; and 23,619 tons of sail, enrolled. 



COLONIAL AND LAKE TRADE. 



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104 



ANDREWS REPORT ON 



Statement showing the estimated value of each aggregate of the several arti- 
cles reci'ived at each of the several ports in the district of Buffalo Creek 
coasttvise and from Canada, and total values of all, for the year ending 
the 3\st December, 1851. 



RECEIVED AT BUFFALO. 



Articles. 



Ashes 

Ale 

Ale 

Alcohol 

Barley 

Beef 

Beef 

Beef 

Bark 

Bacon and hams. 
Bacon and hams. 
Bacon and haras. 
Bacon and hams. 
Bacon and hams. 
Bacon and hams. 

Beeswax 

Beeswax ....... 

Beeswax 

Brooms 

Broom-corn . . . . 
Broom-corn . . . . 

Books 

Boots and shoes. 

Bladders 

Butter 



Butter 

Butter 

Butter 

Butter 

Beer-pumps . , 
Beer-bottles . . 
Bath brick . . . 

Brick 

Brick 

Bones 

Bones 

Bristles 

Bristles 

Brandy , 

Brandy , 

Buffalo robes. 

Candles 

Carpeting. . . . 
Carriages. . . . 
Cedar posts. . 
Cedar posts. . 

Cement 

Cheese 

Cheese 

Cheese 

Cider 

Cigars , 

Coal 

Copper 

Copper 

Copper 



Quantities. 



13,721 casks 

62 barrels 

39 dozen bottles. . 

789 casks 

166,188 bushels 

54,414 barrels 

6,222 tierces 

356 casks 

129 packages 

236 boxes 

4,215 barrels 

1,792 tierces 

3,540 casks 

95 hogsheads . . . . 

l,284t tons 

257 barrels , 

9 casks 

32 boxes 

2,280 dozen , 



340 boxes 

84 boxes , 

7 barrels 

19,251 kegs , 

1,229 firkins , 

1,156 barrels ..... 
18 casks 

8 hogsheads . . . . 
2 



805 

37,800 

56 tons 

5 tons 

272 hogsheads . . . 

10 sacks 

20 casks 

4 hogsheads . . . 

4 casks 

3,246 bales 

3,551 boxes 

57 rolls 

171 



42 cords. . 

521 barrels 

163,099 boxes., 

701 casks.. 

62 tons. . . 

84 barrels 

57 cases.. , 

17,009 tons .. 

540 barrels 

243 i tons ... 

15 masses 



Pounds. 



6,860,500 

18,600 

720 

284,040 

7,977,024 

17,412,480 

2,488,8U0 

178,000 

12,900 

70,800 

1,348,800 

716,800 

1,770,000 

66,500 

2,568,500 

38,550 

2,700 

3,200 

22,800 

1,047,600 

16,500 

102,000 

5,040 

2,100 

1,925,100 

122,900 

289,000 

7,200 

4.800 

100 

1,600 

3,220 

151,200 

112,000 

10,000 

113,500 

2,000 

600 



Value. 



4,200 
194,760 
106,530 

1,140 
119,700 



97,800 
156,300 



3,596,280 

25,200 

11,400 

34,018,000 



1,311,500 



$291,550 

388 

16,569 



521,894 
645 

405,765 



8,890 

3,420 

63,879 

8,500 
3,360 

84 



)- 234,859 

J 10 
24 
64 

\ 330 

\ 1,820 

\ 40O 

\ 1,480 

162,300 

21.306 

1,710 

8,550 

\ 858 

1,042 

i 346,256 

252 

2,850 
68,036 

\ 266,700 



COLONIAL AND LAKE TRADE. 

RECEIVED AT BUFFALO— Continued. 



105 



Articles. 



Quantities. 



Packages. 



Pounds. 



Value, 



Coffee 

Corn 

Corn meal 

Cotton . .' 

Cranberries 

Deerskins 

Earthenware . . . . 
Earthenware . . . . 
Earthenware . . . . 

Eggs 

Feathers 

Felt 

Fish 

Firewood 

Flax and hemp.. , 

Flaxseed 

Flaxseed 

Flaxseed 

Flour 

Fruit, green.. . . 

Fruit, dried 

Fruit, dried 

Fruit, dried 

Fruit, dried 

Furniture 

Furniture 

Furniture 

Furs 

Furs 

Furs 

Ginseng 

Ginseng 

Ginseng 

Glass 

Glass 

Glassware 

Glassware 

Glassware 

Glassware 

Glue 

Grease 

Grindstones 

Grindstones. .... 

Hats 

Hair 

Hides 

Hides 

Hides 

High wines 

Hogs 

Homed cattle . . . 

Horses 

Hops 

Horns and hoofs 

Hardware 

Hardware 

Hardw^are 

Hardware 

Iron 

Iron 

Iron 

Iron 



53 sacks. . . 

5,938,746 bushels. 

2,929 barrels. 



310 bales. 



930 bales 

154 casks . . . . 

3 barrels . . . 

116 crates.. .. 

11, 432 barrels... 

3,336 sacks .... 

1,057 rolls 

9, 981 barrels... 

82 cords 

2,471 bales 

113 tons 

1,338 sacks 

1,857 barrels... 

1,216.603 barrels... 

2, 108 barrels ... 

2, 095 barrels... 

208 boxes 

15? baskets . , 

303 sacks 

327 boxes 

1,925 packages. 

2 tons 

2,285 packs.... 

115 boxes . . . . 

59 casks . . . . 

222 barrels . . . 

7 boxes . . . . 

195 packages. 

3,185 boxes . . .. 

18 tons 

1,830 boxes .... 

611 casks 

710 packages. 

48 tons 

291 barrels . . . 
1 , 154 barrels . . . 
4,753 



180 cases . . . 

364 packages 
48,013 

604 bundles . 

26 tons 

62,780 casks ... 
97,697 



2,761 , 

7 bales 

269 hogsheads 

643 boxes .... 

81 barrels . .. , 

2,010 bundles ... 

890 pieces.. . . 
6,050 pieces.. . . 
7,186|tons 

540 casks .... 

197 bundles... 



5,300 
332,469.776 
632,664 
139,500 
198,380 
130,200 



81,600 

15,600,480 

166,800 

10,570 

2,994.300 

164,000 

1,337,950 



648,920 

262,786,248 

210,800 



528,850 



487,100 



245,900 



22,710 



195,250 



533,100 

29,100 

259,650 



3,921,300 

9,000 

109,200 



3,478,950 

22,600,800 

9,769,700 

5,156,400 

2,208,800 

2,100 

201,750 



209,720 



|530 
2,672,438 

5,858 
13,950 

8,502 



8,136 

91,456 
66,720 

528 
59,886 

246 
44,478 

21,609 

4,258,110 
2,108 

14,711 



65,400 
245,900 

6,05Q 

7,810 

33,360 

4,365 
17,310 

30,598 

4,500 
1,092 

188,765 

627,800 
635,011 
257,820 
165,660 
784 
4,304 

18,849 



15,412,260 



106 



ANDREWS REPORT ON 
RECEIVED AT BUFFALO— Continued. 



Articles. 



Nails.... 

Lard 

Lard 

Lard 

Lead 

Lead 

Lead pipe 

Leather 

Leather 

Lumber, black walnut 
Lumber, black walnut 
Lumber, black walnut 

Oak, timber 

Oak, timber 

Oak, timber 

Ship-plank 

Lumber 

Shingle bolls 

Laths 

Shingles 

Malt 

Machines 

Machines 

Machines 

Mattresses 

Merchandise 

Merchandise 

Merchandise 

Medicines, 

Nuts 

Nuts 

Nuts 

Oats 

Oil 

Oil 

Oil-cloth 

Oil-cake 

Oil-cake 

Oil-stones 

Paint (clay) 

Paint (lead) 

Paper 

Paper 

Paper 

Pianos 

Plaster 

Peas and beans 

Poultry 

Poultry 

Railroad ties 

Pork 

Potatoes 

Rags 

Rags 

Reapers 

Roots 

Rope 

Ry 

Salaeratus 

Salaeratus 

Sausages 

Sheepskins 

eepskins 



Quantities. 




Packages. 


Pounds 


Value. 


3,951 kegs 

9,354 barrels 


395,100 


$15,804 


2,482 casks 




> 282,156 


2,577 kegs 

20,888 pio-s 


3,305,150 




80 tons 


1,622,160 
3,600 


1 81,100 


18 packages .... 
8 343 rolls 


180 
I 758,130 


121 boxes 

661,479 feet 


864,550 


153 tons 


i 14,000 


1,511 pieces 

386,967 feet 


3,706,500 


2 841 pieces 




i 74,722 


6,214| tons 

789,142 feet 


4,643,100 

851,000 

245,318,000 

465,750 

505,720 

1,219,800 

26,880 


15,780 


81,773,633 feet 


8,995,100 


310| cords 

12,634 bundles 

6,099 M 


3,105 

2,928 

15,245 


896 bushels 

73 


806 
( 8,260 






15 boxes 

182 


92,200 
5,460 


1,092 






1,590 packages.,.. 




i 133,550 

1,340 

3,444 

340,143 

151,503 

1,380 

30,007 


47 bales 

679 packages .... 

978 barrels 

69 casks 

16 boxes 

1,133,811 bushels 

6,023 barrels 

232 boxes 

23 packages 

583 hogsheads . . . 
1,845 tons 


687,300 
35,500 

i 160,720 

36,281,952 
I 1,818,500 

6,900 
1 3,981,500 

3,120 
1 1,933,900 

i 289,200 

9,000 

180,000 
189,800 

I 4,0.50 

3,546,800 

10,504,000 

686,760 

] 2,128,100 

231,200 

30,300 

20,700 

1,088,360 

1 193,210 

11,500 

1 1,489,200 


78 boxes 

6,417 barrels 

88 kegs 

5,096 bundles 

122 boxes 

1,200 rolls 

18 


156 
22,899 

86,016 
1,800 


90 tons 


540 


949 barrels 

300 pounds 

75 boxes 

12,734 


2,847 

399 

4,202 


32,825 barrels 

11,446 bushels 

33i tons 

10,308 sacks 

289 


393,900 

6,868 

53,202 

57,800 


202 bales 

138 packages 

19,435 bushels 

270 boxes 

617 barrels 

46 barrels 

7 tons 


1,010 

2,760 

11,661 

13,455 

552 

187,900 


7,376 bundles 



COLONIAL AND LAKE TRADE. 
RECEIVED AT BUFFALO— Continued. 



107 



Articles. 



Quantities. 



Packages. 



Pounds. 



Value. 



Sheep 

Seed. . . .^ 

Seed 

Seed 

Stone 

Stone 

Soap 

Starch 

Starch 

Staves 

Stave bolls 

Sundries 

Tallow 

Tea 

Tin 

Tobacco 

Tobacco 

Tobacco 

Tongues 

Tripe 

Type 

Varnish 

Veneering 

Ware 

Ware 

Wine 

Wine' 

Wheat 

Wool 

Wool 

Wooden ware. .. 
Curriers' blocks. 

Handspikes 

Oars 

Oars 

Oars 

Wagfon woods... 



Total pounds 

Tons of 2,000 pounds. 



18,906 

3,758 barrels. 

277 boxes. . 

112 casks . . 
2,172 tons... 

485 boxes. . 

338 boxes. . 

227 barrels. 
3,206 boxes.. 



10,696,000 

3lg cords 

6,924 packages 

2,432 barrels 

62 chests 

66 boxes 

1,417 hogsheads. . . . 

852 boxes 

18 barrels 

217 barrels 

219 barrels 

113 boxes 

10 barrels 

39 boxes 

2 tons 

107:.' packages 

116 boxes 

11^ casks 

4,050,310 bushels...... 

61,336 bales 

483 tons 

3 , 526 packages 

825 

1,480 

40 tons 

413,000 feet 

85,792 

27,288 pieces 



1,512,480 
745,680 

4,373,100 



141,580 

99,144,000 
94,500 

2,077,200 

608,000 

5,580 

6,600 

1,717,900 

69,440 

70,080 

11,300 

4,000 

7,800 

36,100 

8,080 

240,018,600 

12,364,700 

473,050 
33,000 
14,800 

2,346,520 

119,152 



1,462,923,246 



(31,461.1246 



$47,265 
49,710 

8,456 
1,014 

8,228 

320,880 

126 

311,580 

43,776 

2,232 

660 

207,888 

3,255 

3,285 

1,017 

30O 

780 

1,497 

2,155 

2,835,217 

3,709,410 

14,104 
825 
177 

63,840 

1,637 



31,889,951 



RECEIVED AT DUNKIRK. 



Ashes 

Ale' 

Ale 

Alcohol 

Barley 

Beef 

Beef 

Beef 

Bark 

Bacon and hams. 
Bacon and harns. 
Bacon and hams. 
Bacon and liaras. 
Bacon and hams. 
Bacon and hams. 

Beeswax 

Beeswax 

Beeswax 



147 casks 



91,850 



3,638 



9,293 barrels 
487 tierces . 



3,192,910 



80,675 



1 5 tons . . . 

833 barrels. 

2 casks . . 



4 barrels. 



270,568 



600 



11,922 



120 



08 



Andrews' report on 

RECEIVED AT DUNKIRK— Continued. 



Articles. 



Quantities. 



Packages. 



Pounds. 



Value. 



Brooms 

Broom-corn 

Broom-corn 

Books 

Boots and shoes. 

Bladders 

Butter , 

Butter , 

Butter , 

Butter , 

Butter , 

Beer-pumps. . . . , 
Beer-bottles. ... 

Bath brick 

Brick 

Brick 

Bones 

Bones 

Bristles 

Bristles 

Brandy 

Brandy 

Buffalo robes.. . , 

Candles 

Carpeting 

Carriages 

Cedar posts. . . . 
Cedar posts. . . . 

Cement , 

Cheese 

Cheese 

Cheese 

Cider 

Cigars 

Coal , 

Copper 

Copper 

Copper 

CofFee 

Corn 

Com-meal 

Cotton 

Cranberries .... 

Deer-skins 

Earthenware . . . 
Earthenware . . , 
Earthenware . . . 

Eggs 

Feathers 

Felt 

Fish 

Firewood 

Flax and hemp . 

Flaxseed 

Flaxseed 

Flaxseed 

Flour 

Fruit, green .. . 

Fruit, dried 

Fruit, dried. . . . 

Fruit, dried 

Eruit» dried.... 



200 bales . 

16 boxes. 
4 boxes. 



[ 6,230 kegs... 
56 barrels, 



80,000. 



40,000 

3,200 
200 



639,800 



120,000 



11 bales . 
8 boxes. 
3 rolls . . 
3 



240 

90 

2,100 



10,178 boxes. 
2 casks . 



11 barrels, 



204,160 
3,300 



766 tons . . . 

6 barrels. 
2 masses. 

4,697 busheis 
6 barrels. 



1,532,000 
4,000 

100 

263,032 
1,296 



545 barrels 

2 bales.. 

2 casks.. 

2 crates. 

1 barrel. 

1,203 barrels, 

118 sacks . 



280 

1,400 

192,480 
5,900 



618 barrels 



422 sacks 



61,735 barrels 
136 barrels 



185,400 



42,200 

13,334,760 
21,760 



COLONIAL AND LAKE TRADE. 
RECEIVED AT DUNKIRK— Continued. 



109 



Articles. 



Furniture 

Furniture 

Furniture 

Furs 

Furs 

Furs 

Ginseng 

Ginseng 

Ginseng 

Glass 

Glass 

Glassware 

Glassware 

Glassware 

Glassware 

Glue 

Grease 

Grindstones , . 

Grindstones. 

Hats 

Hair 

Plides 

Hides 

Hides 

High wines 

Hogs 

Horned cattle 

Horses 

Hops 

Horns and hoofs 

Hardware 

Hardware 

Hardware 

Hardware 

Iron 

Iron 

Iron 

Iron 

Nails 

Lard 

Lard 

Lard 

Lead 

Lead. 

Lead pipe 

Leather 

Leather 

Lumber, bl icic walnut. 
Lumber, black walnut. 
Lumber, black v/alnut. 

Oak timber , 

Oak timber 

Oak tira'icr 

Ship-plank 

Lumber , 

Shingle bolls , 

Laths 

Shingles , 

Malt 

Machines 

Machines 

Machines , 



Quantities, 



Packages. 



166 packages 

34 pack 

'2 barrels... . 
26 boxes . . . 

158 packages 



Pounds. 



32,200 

3,400 

380 
1,300 

9,480 



Vah 



^2,200 
3,400 

1,738 



72 barrels. 
186 

12 cases . . 



18,000 

18,600 

600 



1,080 
186 
300 



2,461 

8 bundles. 



485 casks. 

14,743 

1,455 

279 



173,670 

173,800 

1,474,300 

873,000 

223-200 



8,238 

4,857 
95,829 
43,650 
16,740 



6 casks. . . . 
27 packages 



3,000 
1,310 



96 

224 



158 kegs 



1,263 barrels. 
250 keffs . . 



15,800 
342,250 



513 

27,380 



192 rolls . 
2 boxes 



39,000 



60,000 feet. 



82,000 feet. ., 
245,000 pieces. 



3,000,000 



205,000 
"5*060* 



18,156 



8,400 



902 
i",225 



3 

13 boxes 



9,500 



950 



110 



ANDREWS REPORT ON 
RECEIVED AT DUNKIRK— Continued. 



Articles. 



Quantities. 



Packages. 



Pounds. 



Mattresses 

Merchandise .. , 
Merchandise .. , 
Merchandise .. , 
Medicines .... 

Nuts 

Nuts 

Nuts 

Oats 

Oil 

Oil 

Oil-cloth 

Oil-cake 

Oil-cake 

Oil-stones .... 
Paint (clay). .. , 
Paint (lead) . . 

Paper 

Paper 

Paper 

Pianos 

Plaster 

Peas and beans , 

Poultry 

Poultry 

Railroad ties . . 

Pork 

Potatoes 

Rags 

Rags 

Reapers 

Roots 

Rope 

Rye 

Saiaeratus 

Salaeratus 

Sausages 

Sheepskins . . . 
Sheepskins . . . , 

Sheep 

Seed 

Seed 

Seed , 

Stone , 

Stone 

Soap 

Starch 

Starch 

Staves 

Stave bolls. . . . 

Sundries 

Tallow 

Tea 

Tin 

Tobacco 

Tobacco , 

Tobacco 

Tongues 

Tripe 

Type 

Varnish 

Veneering 



1;073 packages 
14 tons 

4 packages 
9 barrels... , 



634 bushels , 

222 barrels.. 

15 boxes . . 



22 barrels. 



48 bimdles 



3.... 
1 ton 



1,000 

67 boxes 



1,762 barrels.. 
2,005 bushels, 



14 sacks. 
] 



242,600 

200 

1,500 

20,288 

66,600 

4,500 



6,600 

2,000 

2,000 
2,000 



4,000 



564,000 
120,000 

2,800 

1,000 



55 packages. 



13 barrels 



7 bundles 
1,062 



220 barrels 
6 sacks . 



88 boxes 

20 boxes 

4 boxes 



1,100 

5,000 



1,400 

85,000 

35,600 

4,400 

1,500 

120 



573 packages 
236 barrels . . , 



162,000 
71,000 



92 hogsheads 

167 boxes ... 

10 kegs . . . . , 

9 barrels .. . 



133,700 
2,880 



COLONIAL AND LAKE TRADE. 
RECEIVED AT DUNKIRK— Continued. 



Articles. 



Ware 

Ware 

Wine 

Wine 

Wheat 

Wool 

Wool 

Wooden ware. . 
Curriers' blocks 
Handspikes .... 

Oars 

Oars 

Oars 

Wagon woods . 



Quantities. 



Packages 



Pounds. 



100 packages 
3 boxes . . . 



3,294 bales 

40 packages 



32,300 

300 
266,520 

658,800 
7,460 



Value. 



fl,050 

15 
3,331 

197,640 
373 



Total pounds 



29,374,879 



Tens of 2,000 pounds. 



14,687,879 



959,857 



RECEIVED AT TONAWANDA. 



Aslies ..«••«.•••••..•••♦••••••• 


1,168 casks 


584,000 



23,360 


Ale 




Ale • 
















Barley 


420 bushels 

i 1,803 barrels 


20,160 
576,960 


2Q4 


Beef...'. 




Beef 


14,424 


Beef 


Bark 








1,005,592 




Ra pnn anfl hams 




Bacon and hams 


70,391 


Bacon and hams 




Bacon and hams 
















Beeswax. 








Brooms >......... 








Broom-corn 








Broom-corn 








Books 








Boots and shoes 








Bladdws 








Butter 




137,817 




Butter 




Butter 


13,781 


Butter 





Butter 




Beer-pumps 




Beer-bottles 








Bath brick 








Brick 








Brick 








Bones 








Bones 








Bristles 




f 




Bristles 








Brandy 






1. '.*.*..*."'!;!! 



112 



ANDREWS' REPORT ON 
RECEIVED AT TONAWANDA—Continued. 



Articles. 



Quantities. 



Packages. 



Pounds. 



Value. 



Brandy 

Buffalo robes . 
Candles 



Carpeting 

Carriages 

Cedar posts 

Cedar posts 

Cement 

Cheese 

Cheese 

Cheese • • 

Cider 

Cigars 

Coal 

Copper 

Copper 

Copper 

Coffee 

Corn 

Corn-meal 

Cotton 

Cranberries 

Deerskins 

Earthenware 

Earthenware 

Earthenware 

Eggs 

Feathers 

Felt 

Fish 

Firewood 

Flax and hemp 

Flaxseed 

Flaxseed 

Flaxseed 

Flour 

Fruit, green 

Fruit, dried 

Fruit, dried 

Fruit, dried 

Fruit, dried 

Furniture 

Furniture . 

Furniture 

Furs 

Furs 

Furs 

Ginseng 

Ginseng 

Ginseng 

Glass 

Glass 

Glassware 

Glassware 

Glassware 

Glue 

Grease ■ 

Grindstones 

Grindstones ♦ ■ 

Hats 

Hair 



76,68.3 



#4,600 



2U7, 773 bushels. 



83,109 



156 barrels 



11,750 
21,806 



1,175 
1,240 



2 barrels 
16,147 cords.. 



640 

48,441,000 
3,257 



170,181 barrels 



36,7.59,096 
ib',629 



19,031 
3.200 



19 

32,294 

1,746 



595,633 

"*1,*662 



%M0 



COLONIAL AND LAKE TRADE. 
RECEIVED AT TONAWANDA— Continued. 



113 



Articlea. 



Hides 

Hides 

Hides ,-..... 
}{\gh wines. 
Hogs. 



Quantities. 



Packages. 



11,895 gallons. 



Pounds. 



13,940 
107,100 



Value. 



$697 
2,980 



Horned cattle. 

Horses 

Hops 



Horns and hoofs 

Hardware 

Hardware 

Hardware 

Hardware 

Iron 

Iron 

Iron , 

Iron 

Nails 

Lard 

Lard 

Lard 

Lead 

Lead , 

Lead pipe 

Leather 

Leather 

Lumber, black walnut 
Lumber, black w^alnut 
Lumber, black walnut 

Oak timber 

Oak timber 

Oak timber 

Ship-plank 

Lumber 

Shingle bolls 

Laths 

Shingles 

Malt 

Machines 

Machines. 

Machines 

Mattresses 

Merchandise 

Merchandise 

Merchandise 

Medicines 

Nuts 

Nuts 

Nuts 

Oats.. 

Oil 

Oil 

Oil-cloth 

Oil-cake 

Oil-cake 

Oil-stones 

Paint (clay) 

Paint (lead) 

Paper 

Paper , 

Paper 

Pianos 

8 



4 , 450 barrels 



1,112,597 



77,883 



1,013,849 feet. 



15,141,878 feet 



58,856 



4,516,500 



45,425,000 



10,594 



141,960 



515,856 



557 M 



111,400 



1,382 



59,553 



2,508 



10,485 bushels 



335,520 



3,145 



22,912 



170 



114 



ANDREWS REPORT ON 
RECEIVED AT TON A WAND A—Continued. 



Articles. 


Quantities. 


Value, 




Packages. 


Pounds. 




Plaster 










83 bushels 


4,980 


$83 


Poultry 


Poultry 
















Pork 


2,257 barrels 

238 bushels 


722,240 

14,280 


27,084 
142 




Raas 




^^s^ 

Rao-s 


1 







*l 


J^QOtS • 




j 


TJonft 




1 


f^ope 

Rve 1 


1 


Salfpratiis ...................................... .... 












Sn iisa <TPs ...................... ■..••••...•.•..... ....... 


. 





Shpprmkins 


1 


S'nppn'j kin«! ..........1........... 


* 1 


Sheep 




*'*'l 


Seed 


} 


33,898 
333,890 




Seed 


2,233 


Seed 




Stone 


667 


Stone • 


> 






Starf'h 






.. ...... 


Starch 




.;..; **; i 


Staves 


6,729,725, number 


62,917,459 


201 870 


S*ivp bolls 








861,035 
11,150 


86,000 
669 


Tallow 




Tea 


* 




•j'in 








nPnh/i rpo •••• 


) 


190,401 




TTnhiPpn . ......•• 


11,424 


Tobacco 


) 








Tripe 






;;;:;.; 


Tvoe 

























Ware 








VVare 








Wine 








Wine 








Wheat 


162,669 bushels 


9,760,140 
142,721 


113,868 
42,816 


Wool 


Wool 


\ • 








f^iirripri' hlnf ks . .. .......... 
















Oars 








Oara 








Oars 




. 






















226,422,241 


2,089,663 






Tons of '5 000 Dounds 


113,211,241 











COLONIAL AND LAKE TRADE. 

STATEMENT— Continued. 



115 



Articles. 



Ashes 

Ale 

Alcohol 

Barley 

Beef 

Bark 

Bacon and hams 

Beeswax 

Brooms 

Broom corn . . . . 

Books 

Boots and shoes , 

Bladders 

Butter 

Beer pumps. . . . 
Beer bottles. . . . 

Bath brick 

Brick 

Bones 

Bristles 

Brandy 

Buffalo robes.. . 

Candles 

Carpeting 

Carriages 

Cedar posts .... 

Cement 

Cheese 

Cider 

Cigars 

Coal 

Copper 

Coft'ee 

Corn 

Corn -meal 

Cotton 

Cranberries .... 

Deer skins 

Earthenware.. . 

Eggs 

Feathers 

Felt 

Fish 

Firewood 

Flax and hemp.. 

Flaxseed , 

Flour , 

Fruit, green .. . . 
Friiit, dried. . . . , 

Furniture 

Furs 

Ginseng 

Glass 

Glassware 

Glue 

Grease 

Grindstones 

Hats 

Hair 

Hides 



Aggregate quantities 
received at Buffalo, 
Dunkirk, and Ton- 
awanda. 



Pounds. 

7,536,350 

19 

284 

7,997 

23,849 

12 

7,817 

45 

22 

1,104 

105 

5 

2 

3,126 



1 

123 
263 
123 
2 
4 
195 
106 

121 

97 

156 

3,877 

28 

11 

35,550 

1,312 

5 

344,568 

633 

139 

285 

130 

bS 

15,814 

17 

10 

3,180 

48,605 

1,341 

691 

312,880 

232 

539 

53 

252 

23 

15)6 

542 

29 

277 

3,939 

9 

109 



320 
040 
184 
150 

900 
552 
050 
800 
100 
200 
240 
100 
617 
100 
600 
220 
200 
500 
600 
200 
860 
770 
230 
800 
800 
300 
123 
500 
400 
000 
500 
400 
096 
960 
500 
580 
480 
000 
766 
270 
570 
340 
000 
207 
120 
104 
560 
479 
931 
500 
090 
550 
580 
100 
650 
900 
600 
200 



,666.560 



Aggregate value of 
each article re- 
ceived at Buffalo, 
Dunkirk, and 
Tonawanda. 



P15,548 

388 

16,569 

116;626 

616,993 

645 

488,078 

9,010 

3,420 

66,279 

8,900 

3,520 

84 

312,340 

10 

24 

214 

330 

1,820 

400 

1,480 

162,850 

21,354 

1,800 

8,700 

858 

1,042 

371,248 

285 

2,850 

71,100 

269,500 

540 

2,757,658 

5,870 

13,950 

11,732 

46,600 

8,268 

102,320 

69,080 

528 

63,613 

32,540 

46,224 

22,664 

5,069,815 

2,244 

15,773 

69,500 

253,300 

6,084 

7,862 

35,098 

4,365 

18,390 

30,784 

4,800 

1,092 

197,700 



116 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles. 



Aggregate quantities 
received at Buffalo, 
Dunkirk, and Ton- 
awanda. 



Aggregate value of 
each article re- 
ceived at Buffalo, 
Dunkirk, and 
Tonawanda. 



High wines 

Hogs 

Horned cattle 

Horses 

Hops 

Horns and hoofs 

Hardware 

Iron.. 

Nails 

Lard 

Lead 

Lead pipe 

Leather 

Lumber, black walnut 

Oak timber 

Ship plank 

Lumber 

Shingle bolls 

Laths 

Shingles 

Malt 

Machines 

Mattresses 

Merchandise 

Medicines 

Nuts 

Oats 

Oil 

Oil-cloth 

Oil-cake 

Oil-stones 

Paint (clay) 

Paint (lead) 

Paper 

Pianos , 

Plaster 

Peas and beans 

Poultry 

Railroad ties 

Pork 

Potatoes , 

Rags 

Reapers 

Roots 

Rope 

Rye 

Salaeratus 

Sausages 

Sheepskins 

Sheep 

Seed 

Stone 

Soap 

Starch 

Slaves 

Stave bolls 

Sundries 

Tallow 

Tea 

Tin 



Pounds 

22,882,700 

11,244 

6,029 

2,432 

2 

204 

211 

15,412 

410 



1,622 

3 

962 

3,706 

12,159 

851 

290,948 

465 

510 

1,331 

26 

161 

5 

929 

33 

162 

36,637 

2,074 

11 

4,004 

3 

1,940 

291 
11 

182 

194 

8 

3,546 

11,790 

821 

2,130 

232 

30 

21 

1,088 

198 

11 

1,490 

1.597 

815 

4,711 

26 

140 

162,061 

94 

3,100 

690 

5 

6 



000 
400 
000 
100 
750 
030 
260 
900 
997 
160 
600 
406 
500 
600 
000 
000 
750 
720 
200 
880 
253 
460 
900 
700 
220 
760 
860 
400 
412 
120 

500 

200 
000 
000 
780 
050 
800 
240 
040 
900 
200 
300 
800 
360 
210 
500 
600 
480 
178 
399 
850 
700 
459 
500 
235 
1.50 
580 
600 



$631,637 

730,840 

301,470 

182,400 

784 

4,400 

19,173 

301,436 

16,317 

387,419 

81,110 

180 

786,880 

14,000 

225,082 

15,780 

1,066,972 

3,105 

4,153 

16,627 

806 

11,718 

1,092 

170,000 

1,388 

3,471 

343,478 

173,657 

2,280 

30,177 

156 



86,784 

2,100 

552 

2,930 

814 

4,202 

445,188 

8,213 

53,272 

58,000 

1,010 

3,860 

11,661 

13,715 

552 

188,075 

49,920 

54,. 596 

9,475 

1,074 

8,236 

522,750 

126 

569,480 

48,729 

2,232 

660 



COLONIAL AND LAKE TRADE. 

STATEMENT— Continued. 



117 



Articles. 



Tobacco 

Tongues 

Tripe 

Type 

Varnish 

Veneering 

Ware 

Wine 

Wheat 

Wool 

Wooden ware. . 
Curriers' blocks. 
Handspikes . . . . 

Oars 

Wagon woods. . 



Total pounds 

Tons of 2,000 pounds 



Aggregate quantities 


Aggregate value of 


received at Buffalo, 


each article re- 


Dunkirk, and Ton- 


ceived at Buffalo, 


awanda. 


Dunkirk, and 




Tonawanda. 


Pounds. 




2,142,001 


$237,900 


72,320 


3,390 


70,080 


3,285 


11,300 


1,017 


4,000 


300 


7,800 


780 


68,400 


2,547 


8,380 


2,170 


250,045,260 


2,952,416 


13,166,221 


3,949,866 


480,510 


14,477 


33,000 


825 


14,800 


177 


2,346,520 


63,840 


119,152 


1,637 


1,718,720,366 


34,939,471 


859,360,366 





Recapitulafion showivg the total value and, quantify of all property received 
from and shipped to the westward^ in the district of Buffalo CreeJc, during 
the year ending December 31, 1851. 





Tons of 2,000 
pounds. 


Value. 


Received at — 

Buffalo 


731,462 

57,138 

113,211 


#31,889,951 
4,000,000 
2,089,663 


Dunkirk 


Tonawanda , 




Totals 


901,811 


37,979,614 




Shipped at— 

Buffalo 


204,536 

15,867 

5,037 


44,201,720 
5,394,780 
1,692,423 


Dunkirk 


Tonawanda 




Totals 


225,440 


51,288,923 






1,127,251 


89.268.537 







WM KETCHUM, Collector. 



District op Buffalo Creek, N. Y., Custom-house, Buffalo, 

February 19, 1852. 



118 



ANDREWS REPORT ON 



An account of the 'principal art ides of forcicrn produce, growth^ avd mnnu- 
faciure, exported to the British North Amnican colonies^ in British and 
American vessels, from the district of Buffalo Creek, for the year ending 
December 31, 1851. 



Articles. 



Tea pounds. 

Coffee do . . . 

Dry goods 

Medicines 

Crockery 

Toys 

Ti n plate boxes. . 

Raisins pounds. 

Lemons boxes. . 

Nuts pounds. 

Pepper do. . . 

Oranges boxes. . 

Pimento pounds. 

Logwood do . . . 

Currants do . . . 

Cassia do. . . 

Indigo do . . . 

Figs do. . . 

Madder , do. . . 

Ginger do. . . 

Bonnets, Leghorn No. . . 

Sundries t 



Quantity. 



143,457 

46,849 



73 

10,175 

155 

4,897 

3,140 

83 

2,122 

4,496 

2,400 

73 

149 

501 

715 

799 

285 



AMERICAN 
VESSELS. 



Vah 



$40,422 

2,604 

7,920 

3,701 

1,013 

474 

179 

193 

280 

357 

119 

271 

115 

31 

105 

11 

58 

41 

35 

32 



445 



58,406 



BRITISH 

VESSELS. 



Value. 



$23,458 

1,866 

5,439 

1,690 

672 

787 

672 

865 

463 

116 

183 

72 

110 

220 

74 

1-2 

83 

9 

41 

35 

355 

1,321 



38,543 



Value. 



$63,880 

4,470 

13,359 

5,391 

1,685 

1,261 

851 

1,058 

743 

473 

302 

343 

225 

251 

179 

23 

141 

50 

76 

67 

355 

1,766 



96,949 



Custom-house, Buffalo, Mw York, January 1, 1852. 



W^M. KETCHUM, Collector. 



COLONIAL AND LAKE TRADE. 



119 



An occownt of the jjri7icij)al articles of the growth, proiJvce^ and monvfic- 
tiire of the United States, exported from the district of Buffalo Creek, New 
York, to the British North American colonies, in British and American 
vessels, for the year ending December 31, 1851. 



Articles. 



Dry goods 

Groceries 

Sundries 4 

Manulactares of iron , . 
Manufactures of wood. 

Furniture 

Books and stationery . . 

Oysters 

Marble and stone 

Drugs and medicines . . 

Glassware 

Spirits 

Grain 

Cheese 

Fish, dry 

Fish, pickled 

Oil 

Skins and fur 

Boots and shoes 

Salt 

Lard 

Leather 

Hams and bacon 

Beef and pork 

Tobacco 

Sugar 

Broom com 

Coal 

Cordage 

Cattle 

Clocks 

Tallow 



Quantity. 



7,921 

8,742 

44,565 

30,391 

120 

4,450 

57,062 

7,998 

2,182 

14,917 

61,164 

9,638 

620 

49,259 

76,197 

.50, 

450, 

10,400 

25 

1,129 

139,274 



gallons. 

bushels. 

pounds. 
...do... 

barrels . 

gallons. 

pounds. 
. . pairs . 

barrels. 

pounds. 
. . .do. . . 
...do... 

barrels . 

pounds. 
. . .do. . . 
. .tons . . 
...do... 

pounds, 
number. 
...do... 

pounds. 



AMERICAN 
VESSELS. 



Value. 



$51,991 

25,511 

43,875 

47,900 

12,860 

8,063 

9,889 

2,059 

1,746 

3,082 

4,557 

1,047 

4,523 

1,191 

600 

546 

2,260 

4,804 

7,736 

1,597 

1,070 

4,321 

322 

2,763 

6,084 

2,820 

158 

1,637 

703 

1,325 

2,334 

3,931 



BRITISH 

VESSELS. 



Value. 



$55,563 

26,891 

22,970 

46,345 

9,884 

5,724 

7,278 

871 

2,511 

7,311 

5,362 

1,239 

876 

1,305 

296 

237 

2,115 

5,987 

4,499 

675 

129 

6,871 

161 

4,194 

4,093 

1,768 

1,650 

l,l.'i6 

796 

480 

567 

5,732 



235,536 



Value. 



$107,554 

52,402 

66,845 

94,245 

22,744 

13,787 

17,167 

2,930 

4,257 

10,393 

9,919 

2,286 

5,399 

2,496 

896 

783 

4,375 

10,791 

12,235 

2,272 

1,199 

11,192 

483 

6,957 

10,177 

4,588 

1,808 

2,793 

1,499 

1,805 

2,901 

9,663 



498,841 



Custom-house, Buffalo, .Yew York, January 1, 1852. 



WM. KETCHUM, Collector. 



120 



ANDREWS REPORT ON 



An account of the principal articles of foreign produce and manufacture^ 
with the values and amounts of duty, enniled to drawback, exported to the 
British North American colonies, in British and American vessels, during 
the year ending December 31, 1851. 



Articles. 



Quantity. 



AMERICAN VES- 
SELS. 



Value. 



Duty. 



BRITISH VES- 
SELS. 



Value. 



Duty. 



Total 
value. 



Total 

duty. 



Dry goods . . 

Sugar 

Wine 

Brandy 

Dry hides. . . 
Calf-skins . . 
Machinery . . 
Boiler plates 
Raisins 



219,080 pounds.. 
20 qr. casks. 
3 hlf. pipes. 
2,000 

20 dozen . . . 
7 cases ... . 
105 
100 boxes . . . 



S3, 280 

3,674 

152 

127 

1,126 

151 



$884 70 
1,081 83^2,335 



59 281 

127 00 

54 89 

30 20 



$688 72 



$3,280 00 |884 70 
6,009 001,770 55 



8,510 2,237 90 



3,449 



168 14 



3,4041,021 20 



327 
133 



95 65 
53 20 



152 00 
127 00 

4,575 00 
151 00 

3,404 00 
327 00 
133 00 



59 28 
127 00 
223 03 

30 20 
1,021 20 

95 65 

53 20 



9,648,2,026 91 



18,158 00 4,264 81 



Custom-house, Buffalot Wew York, January 1, 1852. 



WM. KETCHUM, Collector. 



COLONIAL AND LAKE TRADE. 



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■S ^^ ■ . 
^Andrews' report ox 



Sialement of Canadian produce imported into the district of Buffalo CrccJcy 
New Yorli^for warehouse and for trans-port at ion in bond to the port of 
New York, for exportation to foreign countries^ during the year ending 
December 31, 1851. . ' 



Articles. 



Quantity. 



Value. 



Wheat bushels 

Flour barrels 

Barley bushels 

Butter pounds 

Ashes barrels 

Wool pounds 

Canvass* yards 

Furs barrels 

Port wine* hogsheads 

Sherry wine* casks 

Brandy* 



88,316 


$56,901 93 


10,763 


34,007 95 


987 i 


354 25 


11,725| 


964 49 


300 


5,283 65 


9,017 


1,848 48 


3,170 


326 03 


2 


180 40 


2 


133 42 


9 


179 63 


ds. & 1 cask 


3U9 46 



100,489 74 



* Imported for consumption. 



Custom-house, Buffalo, K. F., March 18, 1852. 



WM. KETCHUM, Collector. 



Statement of Canadian produce imported into the district of Buffalo Creche 
New York, during the year ending December 31, 1851, {being free of 
duty.) 



Articles. 


Quantity. 


Value. 






number. . 


36 

2 

123 

2,856 


$3,158 
155 






do.... 


Sheep 




do.... 

bushels. . 


342 
6,873 


P^ronTinl pflfptf^t«: 






9,744 












20,272 



CosTOM-HousE, Buffalo^ Jf. F., March 18, 1852. 



WM. KETCHUM, Collector. 



COLONIAL AND LAKE TRADE. 



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124 



ANDREWS REPORT ON 



A stafem.ent of the vessels and tonnage which entered into, and cleared from^ 
the British North Ainerican colonies, at the di'^trict of Buffalo Creek, New 
Yorh, for the year ending December 31, 1851, distinguishing British 
from American, and steam from sailing vessels. 



INWARD. 


AMERICAN. 


BRITISH. 


Steam. 


Sailing. 


Steam. 


Sailing. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


72 


18,493 


98 


11,705 


295 


48,456 


306 23,755 


OUTWARD. 


AMERICAN. 


BRITISH. 


Steam. 


Sailing. 


Steam. 


Sailing, 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


71 


18,152 


134 


13,774 


296 


48,672 


297 


22,568 



District of Buffalo Creek, New York, 

Buffalo, January 3, 1852. 



WILLIAM KETCHUM, ColUct&r. 



No. 10. — District of Presque Isle. 

Porl of entry, Erie, Pennsylvania ; latitude 42^ 08', longitude 80^ 
06'; population in 1830, 1,465; in 1840, 3,412 ; in 1850, 5,858. 

This district embraces the whole coast line of the State of Pennsyl- 
vania on Lake Erie ; it contains about forty miles of shore, and has 
three shipping points — Erie, the port of entry. North East, and Elk 
Creek ; the two latter being principally engaged in the shipment of 
staves and lumber. Erie is a beautiful town of three thousand inhabit- 
ants or upward, finely situated on Presque Isle bay, on the southern 
shore of hake Erie. It is distant from Buffalo 80 miles SSW. ; from 
Cleaveland 100, E. ; from Harrisburg 270, NW. ; from Washington, 
D. C, 343 NW. The town stands on a bluff commanding the harbor, 
formed by the projection of the peninsula of Presque Isle, the mouth of 
which was formerly closed by a difficult sand-bar. This has been, 
however, partially removed, and piers constructed by the United States 
government, by which means the channel has been so far deepened 
that most of the larger steamboats and vessels which navigate the lake 
now readily enter it. 

The peninsula of Presque Isle has been gradually converted into an 



COLONIAL AND LAKE TRADE. 125 

island, the wash of the lake currents having severed the isthmus ; and, 
the harbor having two entrances, it is expected that it will be perma- 
nently deepened, and the bar at its mouth by degrees swept away. 
The depth of water on it, at present, is from eight to ten feet, and within 
the harbor much m.ore. 

It was in this harbor that Perry's fleet was built, within seventy 
days from the time when the trees, of which it was constructed, were 
yet standing in the forest. Thence he sailed to give battle, and thither 
he brought back the prizes of Lake Erie, the relics of which may be 
yet seen rotting and half submerged, near the navy 3^a.rd. 

The naval depot is still kept up at this place, and here the one or 
two small vessels which represent that arm of our service on the lakes 
are accustouied to go into winter quarters. Bat the commerce of the 
port is very limited. 

A canal from Erie to Beaver connects it with one of the finest coal 
regions of the State, Penns3'lvania, and this coal, being bituminous 
and of fine quality, is used by nearty all the lake steamers. This causes 
many of them to put in here, when they would otherwise continue on 
the direct route ; for Erie is ninety-seven miles, more or less, from 
BuiFalo, and, lying at the southern end of Presque Isle bay, is from 
fifteen to twenty miles off the direct course from Buffalo to Cleveland. 
The agricultural resources of the country circumjacent and inland are 
not yet fully developed, and of consequence contribute but little to the 
commerce of the place. It will be seen that last year the suppHes of 
flour for consumption here were received from other lake districts ; but 
it is certain that this state of things cannot long continue in such form, 
inasmuch as the mineral and manufacturing resources of the district are 
in rapid progress of development ; and the agricultural productions must 
rapidly mature under such stimulus as that given b}^ liberal prices and 
a constant home demand. It cannot be doubted that, before long — the 
demand for agricultural produce in the mining and manufacturing dis- 
tricts alread}^ being considerably in advance of the production of many 
articles — -attention will be so strongly attracted to the resources of the 
soil as to insure not only an adequate supply for home use, but an 
ample surplus for exportation. 

The iaiportations for 1851, consisting principally of assorted mer- 
■chandise, flour, fish, and manufactures of iron, amounted to- — 

Imports coastwise ' ^1,979,913 

*' foreign 3,455 

Total importation 1,983,368 

The exports consist of wool, lumber, wood, bark, glass, stoves, bar- 
iron, coal, and merchandise received by canal, with a small quantity or 
grain — the whole amounting to the following aggregate : 

Exports coastwise $2,207,582 

" foreign 15,415 

Total exportation 2 222,997 



126 



ANDREWS REPORT ON 



The entire commerce of ihe port amounts to a total value of $4,206,483. 
The character and quantity of some of the chief articles of export, and 
their comparative increase and decrease are exhibited in the annexed 
tables for the series of years as named : 



Articles. 



Coal tons . . . 

Leather pounds. . 

Wool do. . . . 

Butter do. . . . 

Cheese do . . . . 

Stoves do. . . . 

Railroad and bar iron tons . . . 

Glass pounds. . 

Hemp tons . . . 

Pig-iron do. . . . 

Iron and nails do. . . . 

Staves M 

Lumber do. . . . 

Tallow pounds . . 

Tobacco do. . . . 

Beef barrels . . 

Barley bushels. . 

Castings tons. . . 

Corn bushels . . 

Cotton pounds. . 

Eggs barrels. . 

Flour do. . . . 

Feathers pounds. . 

Ginseng do. . . . 

Pork and bacon do ... . 

Oats bushels. . 

Whiskey barrels . . 

Ashes casks. . . 



1845. 



8,507 
46,661 
65,435 

1,041,000 



250 
18,500 



150 

83 

1,168 

3,324 



550 

4,448 

550 

853 



25 
550 
250 



520 
4,800 

115 
2,184 



1846. 



123,370 



1,257,000 



2,052 

521,500 

409 

800 

612 

1,056 

3,9U1 

36,200 

333,602 

882 

7,581 

555 

10,107 

5,679 

541 

14,563 

56,760 

14,075 

2,546 

16,300 

35 

2,272 



1851. 



86,000 

19,396 

486,303 

989,06-:? 

1,41b-, 695 

1,071,694 

360 

573,499 

15 

944 

661 

1,492 

12,899 

31,700 



11,822 
" 14^389 



2,050 



110 

54,041 

2,088 
323 



The Erie extension canal has been in operation since 1845, and the 
effect is seen in the increase of business. It is worthy of note, that 
during some seasons produce goes southward, and at others northward. 

The licensed and enrolled tonnage of this port is 7,882 tons. 

The tables following this report exhibit the commerce of the district 
in detail, with value, tonnage, entrances and clearances, complete. 

CANADL\N TRADE IN 1851. 

Imports. Duty collected. 

In American vessels $419 00 ^84 00 

In British vessels 16 00 4 00 



435 00 



88 00 



Free goods — plaster in stone. 

Tons. Value. 

In American vessels 671 $J ,342 

In British vessels 839 1.678 

3 020 
Total imports $3 455^ 



COLONIAL AND LAKE TRADE. 127 

Exports — domestic j)roduce and manufacture. 

In American vessels $] 2,385 

In British vessels 3,080 

15,465 

Total imports in American vessels $14,346 

Total imports in British vessels 4,724 

18,870 

Tonnage inward. 

No. Tons. 

American, steam 2 680 

sail 14 1,039 

British, sail 6 721 

Outward. 

American, sail 33 3,205 

British, sail 6 721 

Lake receipts coastwise at the ^ort of Erie, Penimjlvania, in 1851. 



Articles. 



Merchandise and sundries 

Flour 

Water-lime 

Fish 

Salt 

Salt 

Kailroad iron 

Railroad spikes 

Limestone 

Hops 

Iron ore 



Total. 



Quantities. 



6,682,600 

9,839 

984. 

4,645. 

21,^46. 

10,200 

1,816 

564 

340 

66,533 

570 



pounds, 
barrels. 
..do... 
..do... 
..do... 
bags . . . 
tons . . . 



cords . . 
pounds, 
tons . . . 



Value. 



$1,800,000 
34,436 

],430 
27,876 
21,246 

1,275 
81,700 

1,693 
. 1,610 

6,653 

1,995 

1,979,913 



128 Andrews' report on 

Shipments coastwise at the 'port of Erie, Pennsylvania., in 1851. 



Articles. 



Wool 

Butter 

Cheese 

Leather 

Starch ., 

Stoves and hollow ware .. 

Iron, bar, &c 

Merchandise and sundries. 

Glass 

Glassware 

Oil-cake 

Oil-cloth 

SalsBratus 

Flax 

Malt 

Tallow 

Fire-brick 

Shingles 

Corn 

Oats 

Barley 

Dried fruit 

Rye 

Coal 

Pig iron 

Railroad spikes 

Pork 

Cider 



Rye flour 

Flour, "fancy 

Whiskey 

Apples 

High wines . . . 

Ashes , 

Nails 

Lumber , 

Oars , 

Bark , 

Paper 

Sheep pelts. . 

Staves , 

Hoop-poles.. . 



Total 



Quantities. 



486,303 

989,062, 

1,416,695, 

19,396, 

102,706. 

1,071,694, 

720,672, 

2,876,000, 

351,985. 

221,514, 

116,000, 

37,450, 

9,662, 

30,959 

77,800 

31,700 

31 

621 

14,389 

54,041, 

11,822 

894 

10,442 

82,000 

944 

356 

110 

206 

110 

812 

1,237 

1,430 

1,018 

658 

323 

6,097 

12,899,762 

831,220 

262 

4,500 

705 

1,492,728 

758,500, 



pounds . 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..M... 
..do... 
bushels. 
..do... 
..do... 
..do... 
..do... 
, .tons... 
..do... 
..do... 
barrels . 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
..do... 
• casks . 



..feet.. 
..do... 
cords . . 
reams . 
bundles 
pieces.. 
..do... 



Value. 



$145,890 

123,633 

85,001 

4,849 

6,162 

37,539 

21,620 

1,100,000 

12,319 

51,206 

696 

7,490 

483 

1,857 

3,112 

2,536 

620 

1,552 

7,194 

16,213 

5,911 

1,788 

5.221 

228,000 

23,600 

21,360 

1,100 

618 

1,760 

2,436 

5,566 

8,580 

2,036 

3,948 

12,920 

24,388 

128,997 

33,248 

524 

11,250 

16,920 

29,854 

7,585 



2,207,582 



Clearances coastwise 1,561 312,200 tons. 

Entrances coastwise 1,561 312,200 " 

No. 11. — District of Cuyahoga. 



Port of entry, Cleveland, Ohio ; latitude 41° 30', longitude 81° 40'; 
population in 1830, 1,076 ; in 1840, 6,071 ; in 1^550, 17,034. 

This is a most important district, second in the value of its commerce 
to none west of Buffalo. It embraces all that portion of the south 
coast of Lake Erie which lies between the western State line of Penn- 
sylvania and the Black river, a distance of one hundred miles. 

It contains, beside Cleveland, the port of entry, many minor ports of 



COLONIAL AND LAKE TRADE. 129 

considerable importance, such as Conneaut, Ashtabula, Cunningham's 
Harbor, Madison Dock, Fairport, and Black River. 

This district has for its back country one of the finest and most varied 
agiicultural districts of the whole lake-shore region. The face of the 
land is soft and roUing, the soil in great part warm and fertile, and es- 
pecially adapted to the cultivation of fruits and vegetables, and to the 
growth of all the cereal crops. 

Among its most important and valuable exports are wheat, corn, and 
flour ; large quantities of fruit, both green and dry, are sent off annually, 
together with pork, beef, butter, cheese, and vegetables, in all directions, 
but chiefly eastward by the lake, with the exception of butter and 
cheese, large quantities of which go southward by the Ohio canal, des- 
tined for Cincinnati, and thence for New Orleans and other southern cities. 

A railway passing through the entire length of the district on the 
lake shore is nearly completed, which is destined eventually to become 
a portion of the continuous chain from Buffalo to Chicago. One rail- 
way, connecting Cleveland with Columbus and Cincinnati, and another 
forming a communication with Pittsburg, are already completed ; and 
many branches of importance, scarcely second to the main lines, are 
far advanced already in construction. 

Of canals, Cleveland has two of great value, one connecting her with 
Portsmouth, on the Ohio, and another uniting the line at Akron with 
Beaver, on the Ohio — virtually a canal fi-om Cleveland to Pittsburg, 
inasmuch as loaded canal boats are continually towed by small steamers 
from the mouth of Beaver river to the latter city. 

With three different lines of internal communication direct to the 
harbors on the coast, most of them among the best on the lakes, and 
these from the centre of the richest of the western States, it will readily 
be perceived that the district of Cu3'ahoga must be the theatre of com- 
mercial transactions w^hich have no small influence upon exchanges 
of produce and merchandise in the great marts of the seaboard. Con- 
neaut, the easternmost port of the district, is about twenty miles west 
from Erie, situated upon a river of the same name, which affords a 
good harbor. No returns exhibiting the commerce of this port, sepa- 
rately, have been received; but it is very considerable, as Conneaut is 
the entrepot for the landing of supplies and the shipping of produce 
for a large and fertile agricultural region, not only of the adjacent coun- 
try in Ohio, but of an important section of Pennsylvania. 

The next port to the westward is Ashtabula, similarly situated on a 
small stream bearing its own name, forming a good harbor, with facili- 
ties equal to the requirements of the place. The town stands back 
some two or three miles from the port, upon a rise of ground, forming 
a singularly eligible site. 

The commerce of this port for the year 1851 consisted principally of 
butter, cheese, wool, leather, beef, pork, ashes, fruit, lumber, staves, 

&c., for exports, amounting to the value of. $450,291 

And of merchandise, agricultural implements, furniture, hides, 

and a little wheat and flour, for imports 504,211 

Making a total declared value of the trade of this port 951,502 

9 



130 

The tonnage owned at Ashtabula consists of two brigs, of 280 tons 
each, several schooners and one scow, making an aggregate of 1,741 
tons, employing seventy- six men in their navigation. 

Cunningham's Harbor is a port at present of small moment, except 
for the shipment of staves and lumber. 

Madison Dock is a pier built out into the lake, in front of the town of 
Madison, about eighteen miles west from Ashtabula, and twelve east 
from Fairport, for the accommodation of the neighborhood in shipping 
staves, lumber, and produce. No separate estimates of its commerce 
have been kept for the past year. 

Fairport stands on the Grand river, which furnishes one of the most 
eligible harbors in the West, and is quite sufficiently capacious for the 
traffic of any western port. It is thirty miles west from Ashtabula, 
and thirty east from Cleveland, and is merely a shipping and receiv- 
ing port — Painesville, on the ridge, three miles inland from the lake, 
being the principal mart and place of business, as well as the county 
seat of Lake county. It is to be regretted that no particular returns 
have been received from this place, indicating the amount of its com- 
merce, tonnage, &c., as it is a port of no little consideration, and holds 
the key to a fertile agricultural district, inhabited by an industrious and 
enterprising population. 

Black River, the only remaining minor port of this district, lies about 
twenty-eight miles west of Cleveland, on the river from which it takes 
its name. Its commerce is of no great importance at present. It 
enjoys good harbor facilities for the shipment of staves and lumber, 
which are its principal exports, and for the receipt of such supplies as 
are in demand. 

The city of Cleveland, port of entry of this district, and capital of 
Cuyahoga county, is situated 130 miles NW. from Pittsburg; 146 NNE. 
rom Columbus ; 200 b}^ water from Buffalo ; 130 from Detroit ; and 
359 from Washington. 

The history of the growth of this city is one of the marvels of a mar- 
vellous age and region. 

Its population in 1799 consisted of a single family. In 1825, it bad 
risen to 500 ; in 1830, to 1,000 ; in 1834, to 3,400 ; in 1840, to 6,071; and 
at this moment there are 25,000 souls in the city proper, and at least 
7,000 more in Ohio City, across the harbor — virtually one city with 
itself, though under a different corporate government. 

It is at this day one of the most beautiful cities, not in the West only, 
but in the United States ; built, for the most part, on an elevated plain, 
above the Cuyahoga, commanding a fine view of the lake and river ; 
planted with groves of forest trees, and interspersed with fine squares 
and public places. 

As a place of business it is of high importance, and its future growth 
can scarce fail to be commensurate to its unparalleled rise ; nor are its 
inducements as a residence inferior to its commercial advantages. 

Its harbor is one of the best on Lake Erie, spacious and safe when 
once entered, but, like all the lake harbors, liable to the formation of 
obstacles by the accumulation of sand at the mouth of the river which 
forms it. This bar can be kept down only by continual dredging, and 
hence the constant demand on Congress for appropriations to this end. 



COLONIAL AND LAKE TRADE. 131 

The harbor has depth, for a considerable distance, sufficient to ac- 
commodate the largest vessels which navigate the lake ; it is formed by 
the projection of two piers, one on each side of the river, for twelve 
hundred feet into the lake, which are two hundred feet apart, faced with 
substantial masonry. There is a light-house on the high bank on the 
shore of Lake Erie, and a lower one near the end of one of the piers 
at the harbor's mouth. 

The commerce of Cleveland, apart from the rest of the district, is 
not shown by the returns received ; and in such returns as have been 
sent in — showing the business of the district — the valuation of the very 
same articles is set at a rate so much lower than in the other districts, 
as greatly to undervalue the real commerce of Cuyahoga, and to exhibt 
it at the greatest possible disadvantage. 

It has consequently been judged best to raise the valuation of articles 
to the same rate adopted in the other districts, so as to produce and ex- 
hibit a uniformity of values in all the districts; since, whichever be the 
correct valuation, the higher rate is favored and adopted by the ma- 
jority ; and it can prejudice no one district or port of entry to the 
wrongful advancement of another, if a uniform rate be adopted. 

The necessary alterations being, therefore, made in the figures, the 
commerce of Cuyahoga district, as represented by Cleveland, its port 
of entry, is as follows : 

Imports, coastwise $22,804,159 

Exports, ...do 12,026,497 



Total coastwise 834,830,656 

Imports, foreign. . : 360,634 

Exports, do 284,937 



Total foreign 645,671 



Total commerce, for 1851, of Cuyahoga district 35,476,327 

Whole number of vessels from foreign ports — 

Entered in 1851 322 

Entered in 1850 292 

difference : gain, 30. 

Cleared in 1851 „ 247 

Cleared in 1850 215 

difference : gain, 32. 

The following table will show the comparative business of Cleveland 
in some leading articles of its trade for a series of years, as named. 
All these are exports : 



132 



ANDREWS REPORT ON 



Articles. 


1847. 


1848. 


]851. 






697,553 

2,366,263 

1,400,332 

32,000 

27,289 

8,246 

917,090 

480,160 

8,242 

2,052 

12,067 

140,000 

840,900 

1,378 

575,933 


472,999 

1,267,620 

690,162 

254,707 

28,338 

10,321 

1,927,300 

1,140,500 

11,461 

440 

28,450 


656,040 

2,141,913 

906,653 

68,464 


Wheat 


bushels . . 


Corn 


do 


Oats 


do 


Pork 


..,, .barrels . . 


13,580 

26,944 

1,550,900 

1,730,700 

81,500 


Beef 


do 


Butter 

Lard •••••••••••••••• 


pounds. . 

.An 


Coal tons. . . 






1,830 


Whiskey 

Tallow 


do.... 

pounds. . 

do. . . . 


38,774 

198,000 

1,164,600 

789 






Staves 


M 


773 


Wool 


pounds, . 


3,939,100 









To this table may be added an export for the year 1851, unknown 
to former years, of live hogs, 80,000. 

It will be remembered that 1847 was the memorable year of unpre- 
cedented demand for produce, arising out of the famine in Europe, which 
caused the exportation of nearly all the produce held in the country, so 
that an}'' difference and apparent diminution on the subsequent years 
must be ascribed to no falling off for 1848 and 1851, but to the excess 
of demand for 184-7. 

The valuation of the commerce of Cleveland for the three ^^ears. 
above named, is thus stated : 





1847. 


1848. 


1851. 


Imports , 


$4,518,997 
9,728,399 


$7,003,388 
6;713;244 


$22,804,159 
12,026,497 






Total 


14,247,369 


13,716,632 


34,830,656 







Whole number of entrances coastwise — 

For 1851 1,981 

For 1850 1,381 



Increase, 



600 



Whole number of clearances coastwise — 

For 1851 1,963 

For 1850 1,378 



Increase 581 



Total foreign trade — 

For 1851 $645,671 

For 1850 549,549 



Increase 96,122 



COLONIAL AND LAKE TRADE. 133 

It should be remarked, however, that this increase is more than 
overbalanced by the quantity of railroad iron imported from England 
by the St. Lawrance via Canada. So that, in fact, as regards direct 
trade with Canada, in lieu of an increase, there is actually a considera- 
ble decrease, more especially in the exports of domestic produce. 

Below will be found full details of the trade of this district, by the 
returns so far as received. 

The licensed and enrolled tonnage of this district for 1851 was 
36,070 tons— 11,355 steam, and 24,615 sail. 

Canadian trade in 1851. 

Duty collected. 

Imports.— In American vessels $220,538 $52,444 

In British vessels 140,096 42,154 

360,634 94,598 

Exports domestic produce and manufacture — 

In American vessels : $151,758 

In British vessels 133,179 

284,937 

Total imports and exports — 

In American vessels $372,296 

In British vessels 273,275 

645,571 



Abstract of duties received from imports or merchandise in American and 
foreign vessels during 1850. 

1850. — Amount of duties received from imports in Amer- 
ican vessels $25,960 24 

Amount of duties received from imports in foreign 
vessels 41,554 01 

Total amount received in 1850 67,514 25 



134 



ANDREWS REPORT ON 



Statement of the foreign trade of the district of Cuyahoga^ showing the 
number of vessels^ tonnage, and number of crew , engaged during the years 
1850-'51. 



Years. 


Number of 
vessels. 


Tonnage. 


Crew. 


1850. 
American vessels entered 


192 
100 


25,484.75 
11,832.00 


1 150 


Foreign vessels entered 


587 








292 


37,316.75 


1,737 


American vessels cleared <.. 


125 

90 


14,881.25 
10,327,00 


719 




541 








215 


25,208.25 


1,260 


1851. 
American vessels entered 


220 

102 


28,812.67 
11,770.00 


1,431 


Foreign vessels entered 


707 








322 


40,582.67 


2,138 


American vessels cleared 


153 

94 


17,760.69 
10,545,00 


942 


Foreign vessels cleared 


639 








247 


28,305.69 


1,581 



Entrances and clearances in 1850-'51. — Coasting trade. 

1850. — Number of vessels entered 1,381 

Do do . . cleared 1,378 

1851. — Number of vessels entered 1,981 

Do do , .cleared 1,963 



An exhibit of the coasting trade of the district of Cuyahoga, Ohio, during 

the year 1851. 



EXPORTS. 





Species 


of merchandise. 




Quantities. 


Value. 


Wheat.... 






bushels . . 

do 


2.141,913 

'906,653 

68,464 

656,040 

13,580 

15,011 

4,428 

4,314 

8,731 

13,575 

967 


$1,499,339 10 

362,661 20 

17,800 64 


Oats ... . 






do 


Flour 






. . . .barrels. . 


2,132,130 00 


Pork 






do 


190,120 00 


Beef 






. . . .tierces. . . 


165,121 00 


Beef 






. . . .barrels. . 


26,568 00 


Lard 






do 


69,024 00 


Lard 

Butter 






kegs . . . 

do. . . . 


69,848 00 
122,175 GO 


Butter 






barrels . . 


17,406 00 



COLONIAL AND LAKE TRADE. 

EXPORTS— Continued. 



135 



Species of merchandise. 



High wines barrels. 

Whiskey do. . . 

Green apples do. . , 

Dried apples do. . , 

Tallow do . . . 

Salt do. . 



Fish do.. 

Lard oil do . . 

Eggs do. . 

Paint do. . 

Seed do. . 

Ashes casks. , 

Wool bales., 

Glass boxes. , 

Glassware do . . 

Glassware casks. , 

Cheese boxes . , 

Starch , do . . 

White lead 



Nails do. 



Powder do . . 

Candles boxes . , 

Axes do. . 



Bacon do. . 

Tobacco do. . 

Tobacco hhd., 

Broom-corn , bales. , 

Bar-iron * tons. , 

Pig-iron do . . 

Grindstones do. . 



.do. 



Coal do. . 

Refined copper do . . 

Oil-cake do . . 

Bacon 



Lumber M feet . . 

Walnut do. . . . 

Staves M feet . . 

Leather .roils . . . 

Stoves and furniture 

Stoneware gallons. . 

Feathers Tsacks . . . 

Green hides pieces.. . 

Sheep-pelts bales. . . 

Fire-brick M. . . . 

Wrapping paper reams. . . 

Live hoofs No. . . . 

Dressed hogs do ... . 

Horses do. . . . 

Cattle 



.do. 



Sheep do. . . 

Chickens do . . , 

Mattresses do. . , 

Hemp bales. . 

Furs do. . 

Merchandise tons... 



Total value 



Quantities. 



13,969 
2,926 
2,763 

660 
7,131 
1,455 
1,263 
5,686 
8,280 

944 

1,830 

26,261 

22,930 

8,775 

451 

40,069 

3,397 

1,176 

27,824 

518 
2,350 

125 

149 
1,000 

803 

650 
2,681 
1,515 
2,674 
1,956 
81,500 

101 

160 
1,294 
1,116 

165 

789 
2,613 

644 
155,148 

920 
4,447 

886 

150 

7,616 

80,000 

6,604 

630 
2,889 
6,220 
5,300 

169 

357 



3,681 



Value. 



^210,842 50 

111,652 00 

4,052 00 

22.104 00 
9,900 00 
7,131 00 

10,185 00 
37,890 00 
34,116 00 
74,520 00 

7,552 00 
45,750 00 
1,969,575 00 
45,860 00 
26,235 00 
13,530 00 
120,207 00 
10,191 00 

2,352 00 
97,384 00 

1,813 00 
14,100 00 

1,500 00 

2,235 00 
12,000 00 

28.105 00 
7,800 00 

160,800 00 
45,450 00 
13,370 00 

5,877 00 

224,125 00 

38,380 00 

1,920 00 
64,700 00 
10,044 00 

2,310 00 
14,202 00 
78,390 00 

3,864 00 
12,411 00 
.32,200 00 

13.341 00 
22,150 00 

3,300 00 

26,656 00 

400,000 00 

69.342 00 
50,400 00 
86,670 00 
12,440 00 

530 00 

2,535 00 

5,335 00 

80,000 00 

2,944,800 00 



12,026,497 00 



136 



ANDREWS' REPORT 'ON 
IMPORTS. 



Species of merchandise. 



Quantities. 



Value. 



Salt barrels. 

Water-lime do. . . 

Lake fish do . . . 

Lumber M feet. 

Shingle-wood cords. . 

Shingles M. . . 

Railroad iron tons.. 

Railroad spikes kegs . . 

Stoves No... 

Pig-iron tons.. 

Bar-iron do. . . 

Castings .do. . . 

Crude plaster do . . . 

Bloom iron do . . . 

Lehigh coal do . . , 

Copper ore do . . . 

Marble do . . , 

Molasses barrels. 

Sugar do. . , 

Sugar .hhds. . 

Powder kegs . , 

Nails do. . , 



White lead do. . . 

Leather sides.. 

Leather rolls . . 

Dairy salt sacks. . 

Coarse salt barrels , 

Shoes boxes. . 

Hops bales . . 

Green apples , barrels. 

Cranberries do. . . 

Siscawit oil do. . . 

Potatoes bushels. 

Oysters barrels. 

Oysters boxes. . 

Patent pails dozen. . 

Burr-blocks pieces. . 

Locomotives No . . , 

Limestone cords . . 

Fire-wood do . . . 

Laths M... 

Merchandise, sundries tons . . 



90,607 

8,383 

22,294 

12,263 

929 

3,988 

7,383 

4,666 

540 

706 

498 

161 

1,412 

212 

514 

815 

1,213 

884 

5,082 

775 

9,535 

2,980 

7,050 

4,550 

1,120 

50,947 

1,663 

' 394 

159 

8,277 

545 

100 

11,000 

607 

2,066 

358 

1,148 

22 

784 

424 

1,991 

25,083 



$90,607 GO 

10,478 75 

144,911 00 

122,630 00 

8,361 00 

8,975 50 

366,650 00 

27,866 00 

3,210 00 

19,768 00 

20,990 00 

9,660 00 

4,236 00 

10,600 00 

6,168 00 

285,250 00 

42,455 00 

14,144 00 

86,394 00 

50,375 00 

28,625 00 

10,430 00 

13,254 00 

13,650 00 

33,600 00 

5,194 70 

2,078 75 

19,700 00 

12,720 00 

16,554 00 

3,270 00 

3,000 00 

5,500 00 

3,642 00 

37,188 00 

718 00 

1,435 00 

176,000 00 

4,704 00 

848 00 

2,986 50 

20,066,400 00 



Total value 



22,804,159 00 



COLONIAL AND LAKE TRADE. 137 

No. 12. — District of Sandusky, Ohio. 

Port of entry, Sandusky city; latitude 41^ 22", longitude 80^ 42', 
population in 1850, 5,087. 

The district of Sandusky extends from Black river westward, in- 
cluding the ports of Vermillion, Huron, Milan, Sandusl^y, Venice, Fre- 
mont, Portage Plaster Bed, and Port Clinton, being a distance of fifty 
miles lake coast, and some fifty more of bay and river. In natural 
advantages for commercial progress, probably this district is surpassed 
by no other on Lake Erie west of Buffalo Creek. Within its borders 
are several navigable rivers and one of the finest bays in the west, ca- 
pable of furnishing anchorage to any number of vessels, at which they 
may safely ride during the most severe gales, and to which they gain 
access during the prevalence of almost any wind. The whole uf the 
back country on which it rests is fertile and rich in agricultural resources, 
and sends forth annually large quantities of surphis produce over the 
different railways and canals by which it is penetrated. 

Vermillion, the easternmost of all the ports in this district, is situated 
on the lake shore at the mouth of the Vermillion river, about ten miles 
distant from Black river, and as many more from Huron. It has no re- 
markable features which require particular notice, but is simply a place 
for exchange of produce against merchandise, for its shipments to other 
markets. This statement exhibits the commerce of the port as follows : 

Imports $116,295 

Exports 196,712 

Total 313,007 

In 1847, the valuation was $377,000 



Huron, the next port in course to the westward, is situated on Huron 
river, about ten miles east from Sandusky, and has a good harbor, with 
this exception — that in some seasons there are accumulations on the bar 
at its mouth, which require removal in order to make access to it easy. 

A ship-canal has been constructed from this point to Milan, a dis- 
tance of eight miles, by which vessels ascend, and load at the latter 
point. A railway was projected from this point to intersect with the 
Sandusky and Mansfield railroad ; but is not yet in progress. The com- 
merce of Huron is valued as follows : 

Exports $581,676 

Imports 877,155 

Total 1,458,831 

In 1847, the valuation amounted to nearly $3,000,000 

Milan is not, to speak with exactitude, a lake port ; but an account of 
its business is necessary to a full computation of the lake trade as no 



138 



REPORT ON 



returns of its business are supposed to be taken by the collector at 
Huron, through which port all vessels pass in going up and returning 
from Milan. This commerce, according to the canal-collector, amounted 
last year to — 

Exports S435,816 

Imports c 690,185 

Total 1,126,901 



As no separate accounts of this trade appear to have been kept in 
1847, it is probable that they were included with those of Huron. 

Sandusky, the port of entry, lies on the south shore of a most beau- 
tiful bay of the same name, about five miles from its mouth, and con- 
tains about 8,000 inhabitants. This bay is about twenty miles in length 
and five in width, forming a shelter large enough to give anchorage to 
the whole lake marine, with an average depth of twelve feet water. 
The bar at the mouth of the bay is sometimes enlarged, or its shape 
changed, by the spring-currents. A straight channel has, however, 
been dredged through it, at the expense of the city, in which there is 
about eleven feet of water. 

Sandusky city is the capital of Erie county, Ohio, and lies 60 miles 
west from Cleveland, 110 miles north from Columbus, 414 from 
Washington — directly facing the outlet of the bay into Lake Erie, at 
three miles distance, of which it commands a fine view. The city is 
situated on an inexhaustible quarry of fine-building stone, of which 
many of the best buildings are erected. 

The Mad river and Lake Erie railroad connects this city with Cin- 
cinnati and the Ohio, the passage from city to city occupying about ten 
hours. This road runs through one of the most beautiful and opulent 
agricultural regions in all the West, literally overflowing with the cereal 
produce of a young and productive soil. The Sandusky, Mansfield, and 
Newark railway connects it with Newark, passing likewise through a 
rich portion of the State, and crossing the Cleveland and Columbus 
road, by means of which it has communication with both those cities. 
Tne advantageous relations of this city in regard to the central por- 
tions of the State, together with its superior harbor facilities give it 
an active commercial aspect. 

The deputy collector has furnished returns showing the imports 
coastwise to amount — 

In 1851, to „ $15,985,357 

Exports same year, to ... „ 6,459,659 

Total trade coastwise 22,445,0 16 

Canadian imports, 1851 272.844 

Canadian exports, 1851 - 99.088 

Total commerce in 1851 22,816,948 



COLONIAL AND LAKE TRADE. 



139 



Total in 1851 $22,816,982 

Total in 1850 12,111,034 

Increase 10,705,948 

Number of arrivals in 1851 1,998 

Number of departures in 1851 1,990 

3,988 



The total quantity of wheat shipped from Sandusky to Canadian 
ports amounted — 

In 1851, to 121,672 bushels. 

Coastwise 1,800,000 " 

Also, 147,951 barrels flour, reduced to bushels. . . . 739,735 *' 

Makinga total equal to 2,661,407 

The following comparative table will show the principal exports from 
Sandusky for the following consecutive years : 



Articles, &c. 



Wheat bushels 

Flour barrels 

Corn bushels 

Oats do. . 

Pork barrels 

Hams pounds 

Butter do. . 

Cheese do . . 

Lard do. . 

Tallow do. . 

Ashes casks 

Whiskey barrels 

High wines do. . 

Wool .pounds 

Tobacco do. . 

Furs do. . 

Hogs number 

Salseratus pounds 

Arrivals 

Clearances 

Duties collected value 



1849. 



829,210 

56,686 

98,486 

9,881 

15,781 

10,800 

610,951 

3,660 

695,881 

274,712 

1,908 

3,553 

2,491 

,435,360 

183,259 

42,800 

11,707 



11,136 

$11,052 



1850. 



1,552,699 

78,902 

288,742 

18,634 

8,073 

287,187 

754,588 

545,685 

860,798 

176,379 

1,568 

2,778 

5,278 

1,669,677 

316,000 

61,126 

34,751 

30,000 



P0,806 



1851. 



1,922,069 

147,951 

712,121 

84,198 

5,564 

175,900 

382,340 

8,100 

229,712 

115,337 

2,082 

3,978 

11,916 

1,690,-557 

549,046 

109,125 

105,026 

20,156 

1,998 

1,990 

P3,834 



Fremont, formerly called Lower Sandusky, is situated on Sandusky 
river, about thirty miles from Sandusky city, and is accessible to ves- 
sels of light draught. Its commerce is gradually on the increase, as 
will be seen by the accompanying statements furnished by the deputy 
collector : 



140 ANDREWS' REPORT ON 

Imports $359,419 

Exports , 3 14,530 

Total for 1851 673,949 

Total for 1850 217,843 

Increase 456,106 



Venice, at the mouth of Cold creek, on Sandusky bay, three miles 
above the city, is the place of shipment for the products of two large 
flouring mills ; the shipments in 1851 were 34,771 barrels, valued at 
$121,698. 

Another shipping point on the opposite side of the bay is at the 
plaster quarry, known as the Portage Plaster Bed, and its business 
consists lor the most part of shipments of piaster, both ground and 
crude. In 1851 there were shipped of the ground article from this port 

4,051 barrels, valued at $5,265 

Crude, 4,414 tons, valued at '. 13,242 

Total 18,507 



Port Clinton, the only port in this district not already noticed, is sit- 
uated on the lake about ten miles west from Sandusky, and having but 
a narrow peninsula of land back of it, is not a place of extensive trade. 
The statement of the deputy collector fixes the value of 

imports for 1851 at $59,049 

Exports for the same year 67,235 

Total.... 126,284 



Besides the above-mentioned regular ports, there are numerous 
islands included within the limits of this district, among which are 
Kelly's, Cunningham's, Put-in Bay, and others, some of them affording 
the best shelter to disabled vessels, in severe gales, to be found any- 
where on the lakes. It was in the immediate vicinity of this group,, 
and in fact in the midst of it, that Perry's engagement was fought, and 
the killed found a burying place on the island last named. 

The commerce of these islands is not large. Wood, fish, with some 
vegetable food, are exported and supplied to vessels, and supplies for 
the inhabitants are imported ; but no definite returns on which to esti- 
mate the value of their trade have been received. 

The following tables will exhibit the trade of the district in detail, 
by which it will be seen that the total commerce was — 

In 185] $22,511,570 

In 1850 14,907,788 

Increase 7,603,782 



COLONIAL AND LAKE TRADE. 



141 



Years. 


Entrances. 


Tons. 


Men. 


Clearances. 


Tons. 


Men. 


1851 


2,843 
2,647 


540,171 
472,620 


19,565 
18,459 


2,840 
2,590 


537,979 
464,807 


19,433 

18,095 


1850 






Increase 


196 


67,551 


1,106 

■ 


250 


73,172 


1,338 





The following table will exhibit a few of the principal articles of 
export from the important ports in the district during the years 1847 
and 1851 : 



Articles. 


Sandusky. 


Huron. 


Milan. 


Vermillion. 




1847. 


1851. 


1847. 


1851. 


1847. 


1851. 


1847. 


1851. 


Wheat... bbls. 
Corn . . . .bush. 

Flour bbls. 

Oats bush. 

Pork bbls . 

Beef. do.. 

Ashes . . . .do.. 
Whiskey ..do.. 
Lumber . .feet 


1,818,754 

162,265 

113,066 

150,000 

10,150 

610 

1,817 

2,815 


1,800,397 
712,121 
147,951 

84,198 
5,564 
1,084 
2,088 
3,978 
266,000 
1,079,099 


1,588,866 

11,114 

7,082 

100,000 

22.789 

2;644 

2,653 

1,255 

100,000 

1,813,058 


344,784 

266,222 

1,973 

65,423 

248 

1,390 

492 

1,574 

698,574 

1,364,000 


H 

soo 


258,778 

220,264 

1,763 

56,033 

439 

297 

535 

1,402 

718,000 

1,456,500 


40,000 

1,000 

2,000 

20,000 

1,000 

500 

200 


37,362 

39,895 

6,864 

6,860 

394 

107 

101 


700,000 
700,000 


75,000 


Staves.. .No. 


67,859 


1,133,000 



There are enrolled in the Sandusky district 73 tons of steam, 

and 4,785 tons of sailing vessels ; total 3,858 

For 1847, total 4,322 

Increase 536 



Abstract of value of domestic exports of the district of SandusTcy, Ohio^ to 
Canada^ during the following years^ viz : 

]849.— In American vessels $24 00 

In British vessels 2,950 00 

Total , ■ 3,074 00 

1850.— In American vessels S39,435 00 

In British vessels 43,236 00 

Total 82,671 00 



142 ANDREWS* REPORT ON 

Canadian trade in 1851. 

Duties collected. 

Imports — In American vessels $56,859 $2,244 

In British vessels 18,769 3,515 



Total *75,628 5,759 



[* In this is included 2,286 tons of railroad iron imported via Que- 
bec ; duty paid on 758 tons, $5,076 ; balance, 1,528 tons, in bond. 
There was imported into the district of Sackett's Harbor, in British 
vessels, not included in the returns, 2,045 tons 6 cwt. 1 qr. 19 lbs. rail- 
road iron ; value $49,476 31 ; duty $14,842 90.] 

Exports — In American vessels $33,239 

In British vessels 65,849 



99,088 



121,672 bushels of wheat included in the above ; the whole amount 
principally provisions. 

Total imports and exports — In American vessels $90,098 

In British vessels 84,618 



Total 174,716 



Tonnage. 

Inward. Outward. 

American vessels 4 steam 1,494 10 sail. . $1,396 

53 sail. . 4,760 . 3 steam 336 

British vessels 2 steam 280 9 sail.. 1,300 

]5san.. 746 

Total 74 22 



COLONIAL AND LAKE TRADE. 



143 



Imparls coastwise into the district of SandusTcy, Ohio, during the year ending 

December 31, 1851. 



Species of import. 



Merchandise 

Express packages 

Railroad iron. 

Spikes 

Macliinery 

Stoves and castings 

Pig iron 

Iron, assorted 

Sheet iron 

Nails 

Tin plate 

Threshing machines 

Steam-engines and boilers , 

Scrap iron 

Locomotives 

Coal 

Salt 

Dairy salt 

Fish 

Beer 

Water lime 

Cranberries. 

Lumber , 

Shingles 

Shingle-wood 

Fire-wood 

Cheese 

Wagons 

Stone ware 

Cedar posts 

Ground plaster 

Furniture 

Whiskey . , 

Ploughs 

Apples, green , 

Do. . .dried 

Butter 

Piano-fortes 

Grindstones 

Coaches and carriages .... 

Laths 

Sand 

Timber 

Hoop poles 

Marble 

Barley 

Lard 

Powder , 

Malt 

Tea 

Oil 

Empty barrels 

Potatoes 

Shingle machine 

Brick 

Miscellaneous goods 

Sundries. 



Quantity. 



21,011 

900.. 
17,486., 
480.. 
352i, 
1,241.. 
192.. 
449., 
73 
716 
81 
2.. 
3.. 
40 
12., 
2,745 
52,738 
4,224 
7,538 
2,058. 
1,502. 
1,099. 
6,809 
11,075 
440 
4,587. 
383,889 
10., 



tons 

.do 

.do 

.do 

.do 

.do 

.do 

.do 

bundles . . 

kegs 

boxes. ... 



tons 



tons .. . 
barrels , 



barrels . 
..do... 
..do... 
..do... 
M feet. 

M 

cords . . 
.do..., 
boxes. . 



6,140 gallons. 



913. 

2,690 

74,900 

603 

314. 

11,284 

90. 

279 

362. 

75 

85. 

3,976 

70,000 

220,000 

9,000. 

44 

256 

359 

950. 

206 

196 

60 

560. 

240 

1. 

30,000. 

254 

677 



barrels . 
pounds, 
barrels . 



barrels , 
,..do... 
kegs . . . 



tons 



Value. 



M pieces, 
bushels . . 
feet...... 



tons .. . 
bushels. 



..do. 
bushels, 
chests. . 
barrels . 



bushels. 



tons .. . 
articles. 



$10,505,500 

3,900,000 

699,440 

38,400 

28,260 

198,560 

7,680 

44,900 

282 

2,506 

889 

700 

3,800 

400 

96,000 

11,100 

55,902 

520 

52,766 

12,348 

2,255 

6,594 

68,090 

27,687 

5,328 

10,320 

23,033 

800 

614 

114 

4,040 

7,490 

4,824 

2,512 

22,568 

317 

2,790 

72,400 

1,350 

17,000 

7,952 

1,400 

17,600 

90 

3,525 

113 

2,154 

3,600 

93 

4,800 

1,920 

280 

120 

125 

120 

1,062 

324 

15,985,357 



144 



ANDREWS REPORT ON 



Exports coastwise from the disirict of Sandiishj, Ohio, during the year end- 
ing December 31, 1851 — destined mostly for the eastern marJcet. 



Species of export. 




Wheat 

Corn 

Oats 

Clover seed 

Timothy seed 

Flax seed 

Hickory nuts 

Express packages . . . 

Flour 

Beef. 

Pork 

Whiskey 

High wines 

Alcohol 

Beans 

Eggs 

Cranberries 

Ground plaster 

Crude. . . .do 

Sweet potatoes 

Ashes, pot 

Apples, green , 

Do.. . dried , 

Peaches, dried 

Butter 

Lard 

Tallow 

Feathers 

Wool 

Beeswax 

Ginseng 

Leather (in rolls).. . . 

Do. . .(unfinished). 

Furniture 

Merchandise 



Cheese 

Oil-cake 

Candles 

Corn-meal 

Tobacco 

Hams 

Broom-corn 

Furs 

Live hogs 

Dressed hogs 

Flaxseed oil 

Black-walnut lumber 

Staves (pipe, hhd., and butt), 

Hides , 

Sheep-pelts 

Deer-skins 

Empty casks 

Potatoes 

Salaeratus 

Bristles 

Railroad iron 

Railroad chairs 

Pig iron 

Lard oil /. 

Beef-tongues , 

Lumber , 

Ship-plank 



2,621,224 bushels 

1,282,509 do... 

239, 936.... do... 

203 barrels. 

740.... do... 

1,859.... do... 

643.... do... 

250,000 pounds. 

194,682 barrels. 

3, 038.... do... 

7, 196.... do... 

5, 552.... do... 

12, 598.... do... 

589.... do... 

11. ...do... 

2, 962.... do... 

4. ...do... 

4, 146. ...do... 

4,414 tons .. . 

93 bushels. 

3,214 casks.. 

190 barrels. 

86,452 pounds. 

16, 408.... do... 

382, 340.... do... 

267, 337.... do... 

157, 127.... do... 

36, 351.... do... 

2, 340, 771.... do... 

3, 295.... do... 

3 barrels . 

51 rolls... 

106,768 pounds, 

188, 700.... do... 

810, 093.... do... 

656, 101.... do... 

8,100 do... 

247, 026.... do... 

17, 807.... do... 

113 barrels. 

549,046 pounds. 

187,100. ...do... 

21, 565.... do... 

128, 425.... do... 

72,399 

32,827 

1,331 barrels. 
425 M feet. 

5,947 M 

2,256 

1,035 bundles 
54.... do... 

1,084 

411 bushels. 

20,156 pounds. 

6 barrels.. 

42 tons 

197... do.... 

11... do.... 

3 barrels . 

33.... do... 

2,046 M feet. 

252... do 



COLONIAL AND LAKE TRADE. 

Exports coastwise — Continued. 



145 



Species of export. 



Shingles 

Grindstones 

Ship-knees 

Railroad ties 

Buggy wagons 

Flagging stones 

Block stones 

Stoves and furniture 

Glass ware 

Medicine 

Wood 

Fish.. 

Hoop-poles 

Timber..- 

Ox-marrow 

Neatsfoot oil 

Miscellaneous 



Total value. 



Quantity. 



530 


M 


1,068 


tons 


60. 




2,400 


2 


50 


M feet 


1,000 


tons 


150. 


..do 


5 


boxes 


1 


box 


2,877 


cords 


1,494 


barrels 


139,000. 




35 


sticks 


5 


barrels 


10. 


...do 


423,765 


pounds 



Value. 



$1,325 

19,224 

60 

480 

175 

3,000 

8,000 

10,500 

50 

30 

3,409 

8,735 

1,390 

175 

90 

350 

58,765 



6,459,659 



Custom-house, Sandusky, Ohio, 



JcuMiary 7, 1852. 



No. 13. — District of Miami, Ohio. 

Port of entry, Toledo ; latitude 41° 38', longitude 83° 35'; popula- 
tion in 1840, 1,222 ; in 1850, 3,829. 

This district has a shore-line of fifty miles in extent, comprising that 
portion of the lake and river coast lying between Port Clinton and the 
dividing line betv/een Michigan and Ohio, and includes the ports of 
Manhattan, Toledo, Maumee, and Perrysburgh. The former is a port 
of but little importance, furnishing no returns. Maumee city and Per- 
rysburgh are both situated on the Maumee river, within a few miles of 
Toledo, and might, perhaps, be considered with more propriety suburbs 
of that place, than independent ports of entry. The commerce of Per- 
rysburgh is returned by the collector as follows : 

Imports $264,755 

Exports 4 1,055 

Total 305,81C 

That of Maumee city is ascertained from the same source to be- — 

Imports $16,207 

Exports 30,557 

46,764 



Toledo is, in one respect, more advantageously situated foi an ex- 
10 



146 ANDREWS' REPORT ON 

tensive lake commerce than perhaps any other western port, from the 
fact that it has two canals, both connecting it wilh the Ohio, terminating 
in its port: one the Miami and Erie canal to Cincinnati, and the other 
the Erie and Wabash canal, intercommunicating with Evansviile, Indi- 
ana, and traversing the entire Wabash valle}', which thereby renders 
the richest portion o^ the entire State of Indiana tributary to its traffic. 
This circumstance, when taken in connexion with the fact that rail- 
way transportation has hitherto been unable to compete on equal terms 
with water for the inland carriage of heavy freight, such as agricul- 
tural produce, renders it absolutely certain that, at no very distant 
date, Toledo must become the grand depot for the ]ake trade of the 
valleys of the Miami and Wabash ; and, inasmuch as the course of 
trade for productions of that sort is annually tending more and more to 
the northward, this is almost tantamount to saying that it must needs be 
ultimately the great meeting-place and mart for the immense products 
of all northwestern Ohio and of all northeastern Indiana, these valle3^s 
being beyond all doubt the very richest and most fertile portions of the 
respective States, which cannot be surpassed, if equalled; by any in the 
Union for their agricultural wealth. 

Toledo is well situated on the west side of the Maurnee river, at a 
short distance from the head of Maumee#)jw, in Lucas county, Ohio, 
134 miles NNW. from Columbus and ^4 from Washington. Its 
present population is estimated at about 5,000 individuals, and is con- 
stantly on the increase. 

One line of railroad is already completed, connecting Toledo with 
Chicago, known as the Southern Michigan ; and another — the lake shore 
road, which will form an intercommunication with Buffalo, Cleveland, 
Sandusk}^ and the other eastern marts and harbors on the lake — is in 
rapid progress ; and will, it may be confidently expected, be finished 
within a twelve-month, or a little over, which will of course add a nev/ 
stimulus to the business of Toledo. A third road is also projected through 
the Miami valley, in the direction of Cincinnati. 

These advantages, together with the possession of an excellent harbor 
and good arrangements for freighting on the lakes, have already so far 
developed the commerce of this port, as to give the most gratifying 
assurances in regard to its future progress and prosperity. 

The commerce of Toledo, so ikr as can be ascertained from the 
scanty returns which have been sent in by the collector, are as ibllows 
for the years 1851 and 1847 ; no comparative statement concerning 
other years being attainable, from the absence of reports : 

Imports coastwise for 1851 $22,987,772 

Exports coastwise for 1851 7,847,808 

Total coastwise ihv 185.1 30,835,580 

Imports, foreign, for 1 851 $33,007 

Exports, foreign, for 1851 66,304 

99,311 

Total commerce, 1851 30,934,891 



COLONIAL AND LAKE TRADE. 147 

Entrances 1,603 tons 418,892 

Clearances 1,609 '' 419,942 



Total 3,212 838,834 



The total commerce of the district, including all the ports, for 1851, 



was- 



Imports $23,301,741 

Exports 7,985,724 

Total 31,285,465 



The same for the year 1847 amounted only to — 

Imports 1^4,033,985 

ExDorts 4,034,824 



8,068,809 



Commerce of 1851 $31,285,465 

Commerce of 1847 8,068,809 



Increase on foar ye^lrs 23,216,656 



The total enrolled and licensed tonnage for 1851, is 3,286 tons. 

Entrances for 1851 in the whole district. 1,710 tons 437,996 

Clearances do do 1,714 " 438,449 



Totals .3,424 876,445 



CANADIAN TRADE IN 1851. 

Imports. 

In American vessels, $8,441 duty $2,129 

In British vessels 18,028.,-.. do 5,390 



Totals 26,469 7,519 



Exports. 

In American vessels $2,940 

In British vessels 63,364 



Total exports 66,304 



148 



ANDREWS REPORT ON 



Total imports and exports — 

In American vessels Sll,381 

In British vessels. 81,392 

Total Canadian trade 92,773 



Tonnage inward. 

American, sail 12 1 ,742 tons. 

British, sail 7 934 " 

British, steam 2 404 " 



2,080 



Tomiage outward, 

American, sail 1 1 50 tons. 

British, steam 2 404" 

British, sail 7 934 " 



1,488 



Statement showing the principal articles, their quantity and value, imported 
coastwise into the port of Toledo during the year ending December 31, 
1851. 



Articles. 



Quantity. 



Value. 



Assorted merchandise tons 

Iron, bar and bundle do. 

Iron, railroad do. 

Iron, pig do. 

Steel pounds 

Nails kegs 

Spikes do. 

Castings, iron pounds 

Tin boxes 

Axes do. 

Stoves number 

Stove trimmings pounds 

Hardware tons 

Hollow ware pieces 

Scales packages 

Machinery do. . 

Stoneware gallons 

Glass boxes 

Cheese do. 

Coft'ee bags 

Sugar barrels 

Molasses gallons 

Tobacco pounds 

Hides, Spanish number 

Hops bales 

Powder kegs 

Spirits barrels 

Oil do. . 



23,260 


#18,608,000 


273 


18,200 


9,415 


423,675 


113 


4,520 


18,928 


2,082 


6,067 


19,354 


10,099 


,50,499 


187,558 


7,502 


2,176 


20,760 


720 


7,920 


4,199 


50,386 


20,292 


13,190 


557 


389,900 


3,619 


7,238 


420 


27,300 


583 


52,470- 


16,650 


1,665 


3,249 


6,498 


2,898 


7,249 


647 


9,058 


3,900 


70,200 


13,380 


47,888 


33,810 


5,071 


16,380 


2,293 


23 


2,760 


20,242 


80,968 


481 


26,455 


132 


3,960 



COLONIAL AND LAKE TRADE. 

STATEMENT— Continued. 



149 



Articles. 




Value. 



Candy boxes. 

Apples, green. .barrels . 

Apples, dry bushels. 

Barley do. . . 



Malt. 



.do. 



Ale and beer barrels. 

Water-lime do. . . 

Plaster do. . . 

White fish and trout do . . » 

Mackerel do. . . 

Salt do. . . 



Salt 

Leather rolls. 

Boots and shoes 

White lead 

Coal, bituminous tons. 

Coal, Lehigh tons. 

Pianos number. 

Wagons do. . 

Carriages, &c do . . 

Railroad passenger cars do . . 

Do . . . .locomotives do . . 

Do. . . .freight cars do.. 

Threshing machines do. . 

Reapers do . . 

Iron safes do. . 

Household goods , packages. 

Marble tons . 

Grindstones number. 

Lumber feet. , 

Shingles M. 

Laths number. 

Pine logs feet. , 

Horses. . » head. 

Cattle . . . , do . . , 



Sheep do.. 

Express goods packages. 

Sundries 



Total vail 



677 

6,364 

1,215 

27,505 

3,672 

1,554 

1,828 

467 

10,499 

150 

102,032 

79,080 

1,110 

6,098 

1,837 

1,829 

770 

220 

43 

33 

10 

20 

150 

61 

75 

22 

1,528 

1,777 

1,054 

11,837,747 

6,277 

2,569,715 

1,000,000 

101 

29 

221 



#2,031 

12,728 
1,823 

13,752 

2,295 

9,424 

2,742 

467 

73,493 

1,800 

107,032 

9,885 

33,300 

243,920 

6,429 

7,316 

5,775 

44,000 
2,580 
6,600 

20,000 
160,000 

71,250 

16,775 

15,000 
2,750 

12,224 

63,972 

697 

142,052 

15,693 
6,423 
7,000 
6,060 
5,075 
4,420 
1,910,000 

17,755 



22,987,772 



Statement of the iirlnci'pal articles, their quantity and value, exported coast- 
wise from the port of Toledo during the year ending December 31, 1851. 



- 


Articles. 




Quantity. 


Value. 


Corn , 






2,775,149 

1,639,744 

242,677 

14,150 

4,096 

38,658 

27,165 

6,078 

23,547 

744 

301 

1,759 

7,296 

1,884 


P, 110,017 
1 082 231 


Wheat 




do.. 


Flour 






849,369 

706,910 

5 898 


Bacon 




........ .casks 


Hams 




rmmhpr 


Pork 




]-iarrpl<3 


502 '554 
434,640 
182,340 
117,735 
22,320 
27,090 






do.. 






do. 


Live hogs 

Live cattle 




number. . 

. . . do 


Live horses . . . . 




do... 


Live sheep 

Beef 




do... 


3,518 
69,312 
28,260 


Tallow 




do... 



150 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles. 



Quantity. 



Value. 



Grease pounds. 

Linseed oil barrels. 

Oil-cake tons. 

Hides number. 

Sheep-pelts bales. 

Furs (estimated) , 

Oats bushels . 

Beans do.. 

Barley .• do.. 

Corn-meal bags . 

Seed ' barrels. 

Potatoes bushels . 

Cranberries .barrels. 

Cheese boxes. 

Butter , kegs. 

Candles boxes. 

Beeswax pounds. 

Eg;gs barrels. 



Fish. 



.do. 



Sugar hogsheads. 

Molasses barrels. 

Nuts bushels. 

Tobacco hogsheads. 

Tobacco , boxes . 

Spirits casks . 

Leather rolls . 

Wool bales . 

Feathers do . , 

Cotton do.. 

Broom-corn do . . 

Hemp 



Ashes . 

Lumber M feet. 

Staves M. 

Rags pounds . 

Roofing paper. rolls. 

Carriages number. 

Varnish barrels. 

Peppermint, oil of. pounds. 

Merchandise do . . 

Express goods packages. 

Sundries do.. 

Wash-boards dozen. 



396,400 

147 

3,026 

7,125 

193 



64,441 

]99 

675 

814 

4,856 

17,796 

678 

768 

3,119 

2,454 

36,200 

568 

325 

758 

388 

130 

1,216 

1,953 

21,934 

2,642 

2,839 

1,090 

394 

156 

725 

4,847 

2,134 

2,504 

31,453 

1,669 

23 

56 

400 

403,513 



9,081 

785 



f 19, 820 

3,822 

45,390 

21,375 

5,190 

105,000 

19,332 

398 

337 

1,221 

29,136 

8,105 



37,428 
12,270 



2,275 

56,850 

5,432 

42,560 

23,436 

186,439 

79,260 

212,925 

38,150 

3,940 

1,872 

10,875 

121,175 

32,011 

62,621 

943 

5,841 

2,300 

4,368 

500 

161,405 

917,500 

302,800 

2,355 



Total value 



7,847,808 



No. 14. — District of Detroit. 



Port of entry, city of Detroit; latitude 42^ 20', longitude 83° 02'; 
population in 1830, 2,222; in 1840, 9,102; in 1850, 21,019. 

The district of Detroit has the most extensive coast-line of any lake 
district not bordering on Lake Superior, and embraces all that portion 
of Michigan known as the Southern Peninsula. Commencing at the 
western line of Ohio, it extends thence northerly along Lake Erie, up 
the Detroit river, Lake St. Clair and St. Clair river, to Lake Huron, up 
that lake northwestwardly to the island and straits of Mackinaw, and 
southwardly, with a little westing, to the Indiana line, not far from the 



COLONIAL AND LAKE TRADE. 151 

head of Lake Michigan — a distance, following the sinuosities of the 
shores, which does not fall very far short of a thousand miles. 

It has fifteen ports, none of which have any present importance, with 
the exception of Detroit and Monroe; although it is more than probable 
that within a few years several of them may rival the most promising 
harbors and ports in the West. There is, probably, no State in the 
Union which surpasses Michigan in its commercial advantages, or which, 
if properly fostered and developed to the extent of its vast internal re- 
sources, it will not ultimately equal or exceed in all the actual reahties 
of progress and prosperity. She has more natural harbors, involving 
but little expense or labor to render them available in all seasons to all 
classes of shipping, than any other State* bordering on the lakes. The 
extent of country enclosed within her extensive coast-line comprises 
39,856 square miles, some of it the best and most fertile land of the 
West, watered by numerous lakes and streams — many of the latter 
navigable, and very extensively used for lumbering purposes, which is 
the principal occupation and interest of the inhabitants of the northern 
section of the State. 

Among these rivers are the Raisin, Huron, Rouge, Clinton, Black, 
Saginaw, Thunder Bay, Manistee, White, Maskegon, Grand, Kalama- 
zoo, and St. Joseph's — the six last named flowmg into Lake Michigan, 
and the rest into Lake Erie, St. Clair, and Huron, and the Detroit and 
St. Clair rivers. 

Although scarcely one third of the above area is under successful cul- 
tivation, yet Michigan is already known, throughout the country, as a 
large exporter of the choicest wheat and flour. It may indeed be said, 
without tear of contradiction, that for two seasons past the quahty of 
Michigan wheat and flour has been, on the average, equal if not supe- 
rior to that of any other State ; her exports of flour amounting to 500,000 
barrels, and of wheat to 1,000,000 bushels, in round numbers. 

Monroe, the easternmost of her ports, is a terminus of the southern 
Michigan railway on Lake Erie, about 40 miles south of Detroit, and is 
situated at the lower falls of the river Raisin, with a population of about 
5,000 souls. There is a daily line of steamers connecting it with Buf- 
falo, and the harbor is accessible for vessels of the largest class. 

Unfortunately, no special returns, showing the commerce of Monroe, 
are at hand. It is, however, a point rapidly increasing in importance, 
and must be eventually the depot for a very large amount of trade. 
The returns from the districtof Detroit, which have been received, show 
the coastwise business only of that port; so that Gibraltar and Trenton, 
on the Detroit river; Mount Clemens, on the Chnton river; Algonac, 
Newport, St. Clair, and Port Huron, on the river St. Clair; Saginaw, 
on Saginaw bay; Thunder Bay islands, in Lake Huron; Grand Haven, 
St. Joseph's, and New Buffalo, on Lake Michigan, are all of them un- 
represented. 

This is a circumstance deeply to be regretted on several accounts. 
These are the outlets of the principal lumber regions of the western 
States, and supply the prairies of Ilhnois, as also St. Louis, and other 
southern cities, with nearly all their lumber and shingles, besides send- 
ing vast quantities to Detroit, Sandusky, and Buffalo. The St. Clair, 
Sandusky, and Maskegon lumber is as extensively known in the West 



152 Andrews' report on 

as being of superior quality, as is the pine of Canada to the eastward. 
Again, these portions of the district are so very rapidly increasing in im- 
portance that their influence will ere long cause itself to be most sensibly 
felt in the commercial cities of the West. Lastly, there is still a very 
large tract of public land in various parts of this district, in the hands of 
the government, for the most part well watered and well timbered, 
which sooner or later will become of immense value. 

In past 3''ears these government lands have been trespassed on, by 
persons engaged in the lumber trade, to a very great extent ; but the 
confiscation of several vessels, with their cargoes, has, it is to be hoped, 
effectually put an end to these depredations. 

There is a very valuable business also carried on in the ports of Gib- 
raltar and Trenton, in the shipment of staves ; and at Port Huron, 
Newport, and St. Clair, on the St. Clair river, ship-building is prose- 
cuted to a considerable extent and to very decided advantage ; one of the 
largest steamers which navigates the lakes, of 1,600 tons burden, with 
an engine of 1,000 horse power, having been constructed on these waters. 

In this district are situated the St. Clair flats, the greatest natural 
obstacles to the free navigation of the great lakes, with the exception 
of the rapids on the lower St. Lawrence, the Falls of Niagara, and the 
Sault Ste. Marie. These shallows lie nearly at the head of Lake St. 
Clair, about twenty-five miles above the city of Detroit. The bottom 
is of soft mud, bearing a lofty and dense growth of wild rice, with a 
very intricate, tortuous, and difficult channel winding over them, in 
many places so narrow that two vessels cannot pass them abreast ; nor 
is it possible to navigate them at night. 

There would be no diflicultv whatever, and but a most trivial ex- 
pense, as compared with the advantages which would accrue from 
removing this barrier, in dredging out a straight channel of sufficient 
depth to admit vessels of the largest draught. Nor is there any work 
more urgently and reasonably solicited from Congress by the men of 
the West, nor any more entirely justified by every consideration of 
sound economy and political wisdom, or more certain to produce returns 
incalculable, than the opening the flats of the St. Clair, and carrying 
a canal around the Sault Ste. Marie. These improvements would at 
once perfect the most splendid and longest chain of internal navigation 
in the world, extending above two thousand miles in length from Fond 
du Lac, at the head of Lake Superior, N. latitude 46° 50', W. longi- 
tude 92o 20', to the mouth of the St. Lawrence river, in 46° 20' N. lat- 
itude, 6b^ 35' W. longitude. 

It is not, in fact, too much to sa}^ — so imperatively are these im- 
provements demanded by the increase of commerce, and the almost 
incalculable mineral resources of northern Michigan — that within a few 
years they must and will be carried into effect, at whatever cost and 
expense of labor. 

Above St. Clair river the first port is Saginaw, siluated at the outlet 
of a river of the same name into the great bay of Saginaw, larger 
itself than a large European lake, setting up into the land southwesterly 
from Lake Huron. This bay, with the exception of Green bay, is the 
largest in all the West, but is ra,rely visited by any vessels except 
those tradinj? directlv thither, unless driven in b}^ stress of weather. 



COLONIAL AND LAKE TRADE. 153 

since it lies some considerable distance off the direct line from Buffalo 
to Chicago. 

The port, however, imports all the supplies necessary for the lum- 
bering population, and exports what may be stated, on a rough calcu- 
lation, at 10,000,000 feet of lumber annually. 

At the Thunder Bay islands little business is done beyond the ship- 
ment of the produce of the fisheries ; and to what extent these are car- 
ried on in that locality, owing to the total absence of all returns, it is 
impossible even to hazard a conjecture. 

On Lake Michigan, the ports of Grand Haven, St. Joseph's, and 
New Buffalo, are places of shipment of produce, and importation of 
supplies to a reasonable extent; while Grand Haven, Maskegon, and 
Manistee, are all great exporters of lumber. The commerce of the dis- 
trict, independent of Detroit, which is the principal depot for the com- 
merce of Michigan, cannot fall short of $8,000,000, and may exceed it, 
though it is not possible to state it with precision, for want of the need- 
ful returns. 

Detroit, the port of entry of this district, and capital of the county, 
is a hnely built and beautiful tov/n, laid out with streets and buildings 
which would be considered worthy of note in any city, partly on an 
ascending slope from the river Detroit, partly on the level plateau some 
eighty feet above it. The city now contains about 27,000 inhabitants 
who lack no luxury, convenience, comfort, or even display, which can 
be attained in the oldest of the seaboard cities, though itself the growth 
but of yesterday. It is situate 302 miles w^est of Buffalo, 322 east- 
northeast of Mackinaw, 687 west, by land, of New York, and 524 
northwest of Washington. 

The river Detroit is, at this point, about three quarters of a mile in 
width, dotted with beautiful islands, and of depth sufficient for vessels 
of a large draught of water. The shores on both sides are in a state 
of garden-like cultivation; and, from the outlet of the river into Lake 
Erie, to its origin at Lake Huron, resemble a continuous village, with 
fine farms, pleasant villas, groves, and gardens, and excellent roads, as 
in the oldest settlements. The soil is rich and fertile; the air salu- 
brious, and the climate far more equable and pleasant at all seasons 
than on the seaboard. The regions around are particularly suited for 
the cultivation of grain, vegetables, and all kinds of fruit; many va- 
rieties of the latter, which can be raised only with great care to the 
eastward, as the apricot for example, and some of the finest plums, 
growing here almost spontaneously. The waters teem with fish, and 
the woods and wastes with game, which have recently become an 
article of traffic to the eastern cities in such enormous numbers as to 
threaten the extinction of the race, and to call for the attention of the 
citizens to the due regulation of the trade, as regards time and season. 

Being not only the oldest but the largest town in the State, occupy- 
ing a coiTimanding situa.tion, enjo^dng all the advantages which arise 
from a central position, a magnificent river, and a harbor of unsur- 
passed capacity and security, Detroit has arrived at a stand of com- 
mercial eminence from which it can now never be dislodged. 

The Michigan Central Railroad extends to Chicago, via New Buffalo 



154 ANDREWS' REPORT ON 

and Michigan city, a distance of 258 miles ; and the Pontiac Railroad 
some 20 miles to Pontiac. There are also about 120 miles of plank 
roads running from the city to several flourishing towns, in various rich 
portions of the State, as Ypsilanti, Utica, and other thriving places. 

The commercial returns from Detroit are of the most conflicting 
character; but the following results are believed to approximate as 
nearl}^ to a true estimate of the actual commerce of the port as can be 
attained : 

Imports, coastwise $15,416,377 

Exports, do 3,961,430 



Total 19,377,807 

Imports, foreign $98,541 

Exports, do 115,034 



Total 213,565 



19,591,482 
Add the estimated value of the commerce of the other 

ports of the district — say 8,000,000 



Total commerce of the district 27.591,482 



The tonnage of the port of Detroit alone was — 

Clearances, for 1851 2,611 tons 920,690 men 41,931 

Entrances, " " 2,582 " 905,646 " 41,546 



Total for 1851 5,193 " 1,826,336 " 83,477 

" " 1850 4,420 " 1,439,883 " 64,098 



Increase, 1851 773 " 386,453 '' 19,379 



The entrances and clearances from the other ports cannot be reached, 
owing to the usual deficiency of returns from this region. 

In 1847, however, the business of the district was represented as 
follows, in the various ports, and by these some idea may be formed 
of their comparative value: 



COLONIAL AND LAKE TRADE. 



155 



Place or port. 



Detroit 

Monroe 

Trenton 

Brest 

St. Joseph 

Grand Haven 

Kalamazoo and Black rivers 
Ports north of Grand Haven 

Saginaw 

Port Huron 

St. Clair 

Newport 

Algonac , 

Mt. Clemens 

Total 

Add railroad iron 

Grand total 



Value of exports. 



,883,318 

,139,476 

8,425 

12,000 

833,917 

265,068 

100,738 

58,250 

45,702 

159,400 

59,320 



168,711 



6,786,957 
6,991,827 



13,778,784 



Value of imports. 



P, 020,559 

817,012 

66,000 



517,056 

220,000 
60,0U0 
45,000 
18,000 

100,000 
30,000 
20,000 
15,000 

123,200 



5,991,827 
1,000,000 



6,991,827 



Another great advantage will shortly accrue to Detroit from the 
opening of the Great Western railway, about to be constructed through 
Canada, which will bring it into direct communication with the New 
York and other eastern routes ; as well as from the completion of the 
Lake Shore road. These will bring the city within twenty-four hours' 
journey of New York and the Atlantic ocean. 

Such a^e the giant strides with which the fortunes of the West, 
through energy and enterprise, are pressing on to the ascendant. 

The enrolled and licensed tonnage of the Detroit district for 1851 
was 40,320 tons, of which 21,944 were steam and 18,376 sail. 

Canadian trade in 1851. 



Duty collected. 

Imports. — In American vessels $35,855 $6,215 

In British vessels 62,685 16,819 

98,540 23,034 

Exports. — In American vessels $74,072 

In British vessels ,. 40,960 

115,032 

Total imports and exports. — In American vessels $109,927 

In British vessels 103,645 

213,572 



156 



ANDREWS REPORT ON 



Tonnage. 

Inward — American, 2 steamers 389 tons. 

9sail 1,544 *' 

1,923 

British, 294 steamers 49,081 " 

68sail 7,300 ^' 

56,381 

Total tonnage 58,304 

Outward — American, 14 steamers 2,086 tons. 

17 sail 1,668 " 

3,754 

British, 315 steamers 51,727 " 

67 sail 5,546 " 

57,273 

Total tonnage. , 59,027 



Imports coastwise into the 'port of Detroit during the year 1851, with their 

value. 



Articles. 


Quantity. 


. Value. 


Merchandise 

Coal 


tons 

...do 


18,000 

30,106 

1,120 

800 

220 

81 

2,120 

831 
4,119 
1,827 
2,117 

101 

721 

2,301 

40,207 

3,180 

2,000 

421 
5,011 

331 
1,190 

237 
1,831 

913 
1,141 
3,753 

900 
7,900 
i;340 

350 

910,000 

24,304 

403 

500 


$14,500,000 

150,530 

28,000 

8,000 

1,320 

4,050 

848 

8,310 


Pig iron 

High wines 

Hogs 

Wool c. 


do 

barrels 

number. . . . 

bales. . . . 


Barley 

Marble 


bushels. . . . 

, pairs. . . . 


Fish 


, .barrels . . . . 


20,594 


Flour 


do 


5,938 




do 


2.117 


Starch 


boxes . . . . 


250 


Powder 


barrels. . . . 

do 


14,840 
8,408 


Salt 


do 


40,207 






15.582 




feet 


800 


Buildino" stone.. 


, cords. . . . 


4,210 


Glass..! 




10,022 


Staves 




6,620 


Lumber 


thousand feet . . . . 


11,900 


Horses 


number . . . . 


9,480 


Paper 

Sheep 

Hides 


reams 

number. . . . 

do 


3,662 
2,393 

2,282 


Wheat 


bushels. . . . 


2,450 


Fruit trees 

Plaster 

Do. .(crude) 

Sugar 

Castings 


bundles 

barrels . . . . 

tons. . . . 

hogsheads 

pounds 


18,000 

7,900 

6,700 

35,000 

36,400 

121,520 


Molasses 




6,045 


cTil 


do 


15,000 



COLONIAL AND LAKE TRADE. 157 

Imports into the port of Detroit during the year 1851 — Continued. 



Articles. 



Quantity. 



Vah 



Leather rolls . 

Pork « barrels. 

Codfish pounds. 

Bark cords. 

Nails kegs . 

Apples barrels . 

Railroad iroij bars. 

Salt bags. 

Bacon pounds. 

Cider barrels. 

Coffee bags. 

Tobacco hogsheads. 

Tea chests. 

Crude potash tons. 

Corn bushels. 

Stoves number . 

Shingles thousands . 

Wagons number. 

Stoneware gallons. 



Total. 



1,100 

620 

7,110 

900 

18,300 

1,100 

8,340 

18,700 

10,000 

100 

1,140 

61 

610 

211 

4,500 

3,300 

240 

43 

58,480 



^22,000 

9,300 

284 

2,700 

73,20a 

2,200 

93,074 

2,500 

700 

300 

14,592 

6,100 

12,200 

12,661 

1,800 

33,000 

240 

4,300 



15,416,377 



Exports coastivise from the port of Detroit during the year 1851, with their 

estimated value. 



Articles. 




Value. 



Flour barrels . 

Lumber thousand feet . 

Wheat bushels. 

Shingles thousands. 

Laths do. . . 

Wool bales . 

Pork barrels. 



Furs. 



.bales. 



Fish half barrels. 

Hides number. 

Oats bushels. 

Beef. barrels. 

Starch casks. 

Haras pounds . 

Leather rolls. 

tons . 



Rags 

Salseratus boxes . 

Coal tons . 

Nails 

Hay bundle 

Sheep number. 

Pig-iron tons. 

Oil barrels. 

Cranberries do. . . 

Water-lime barrels. 

Corn bushels . 

Corn-meal barrels. 

Staves thousand . 

Ashes casks. 

High wines do. . . 

Fish barrels . 

Shingle bolls cords . 



460,325 

30,717 

897,719 

12,944 

8,445 

2,977 

1,704 

420 

4,150 

1,484 

48,546 

568 

248 

8.000 

529 

61 

51 

960 

34 

1,231 

413 

343 

135 

1,479 

170 

378,070 

1,667 

10,856 

2,207 

2,783 

7,336 

693 



$1,453,596 

245,736 

618,403 

25,888 

21,102 

178,620 

20,448 

42,000 

12,450 

2,968 

14,563 

4,544 

12,400 

640 

26,450 

3,660 

255 

4,800 

136 

3,693 

500 

10,290 

3,240 

4,437 

170 

151,238 

4,989 

217,120 

55,175 

27,830 

43,996 

4,851 



158 ANDREWS' REPORT ON 

Exports from the port of Detroit during the year 1851 — Continued. 



Articles. 



Salt .barrels. . 

Potatoes bushels, t 

Whiskey , barrels . . 

Beans do. . . . 

Hogs number. . 

Merchandise packages. , 

Ale ^. barrels. . 

Brick thousand. . 

Clover ^ed barrels. . 

Malt .bushels. . 

Copper tons. . 

Cattle head. . 

Butter kegs. . 

Horses head. . 

Bark cords . . 

Wash-boards dozen . . 

Ice tons. . 

Broom-corn bales. . 

Apples barrels. . 

Total 



Quantity. 



281 

3,518 

1,359 

179 

2,375 

12,090 

70 

893 

129 

150 

277 

258 

1,106 

85 

135 

50 

1,510 

135 



Value. 



#281 

1,055 

10,872 

358 

23,750 

453,300 

420 

1,179 

2,580 

172 

110,800 

7,680 

13,212 

5,10® 

405 

300 

7,550 

1,350 

4,888 

3,961,430 



COLONIAL AND LAKE TRADE. 



159 



Statement of freight carried over the Michigan Central Railroad during ike 
year ending December 31, 1851, in tons and thousandtJis. 



Articles. 



Apples^l4() lbs. per bbl 

Ale aud beer, 300 ibs. per bbl 

Ashes 

Sarley, 48 lbs. per bushel 

Buckwheat flour 

Beans, 60 lbs. per bushel 

Bran aud shorts 

Beef, 800 1b?. per bbl 

Butter 

Corn, 56 lbs. per bushel 

Corn me?.l, 200 lbs. per bbl. . . 

Cheese , 

Cranberries, i20 lbs. per bbl. . . 

Coal 

Dried fruit 

Mour, 216 Ibs. per bbl 

Furniture and baggage 

Grass and clover seed 

Garden roots and potatoes 

Hams and bacon 

High wines, 350 lbs. per bbl. . . 

Hides 

Irou and nails 

Lime 

Lumber, 8^ lbs. per foot 

Laths 

Leather . . . , 

Millstones 

Miscellaneous merchandise 

Oats, 82 lbs. per bushel 

Other agdcultxiral products.. . 

Plaster 

Pig iron 

Pelts 

Pork in bbls., 800 lbs. per bbl. . 

Pork in hog 

Salt, 280 lbs. per bbl 

Stoves 

Shingles, 200 lbs. per M 

Wool 

Wheat, 60 lbs. per bushel 

Whiskey, 850 lbs. per bbl 

Cord-wood, 2 tons per cord. . . . 

St'ine, sand, and brick 

Neat cattle, 1,000 lbs. per head. 

Horses, 1,000 lbs. per head 

Hogs, 2 jO lbs. per head 

Sheep, 50 lbs. per head 



Total. 



11.940 

1.275 

886.966 

83.864 

14.332 

22.281 

629.146 

199. 8a7 

119.600 

,293.348 

25.805 



106. 



9.041 

lt)2.524 

872.040 

5.390 

854.603 

52.791 

276.975 

75.877 

1.176 

.896 

667.. 



8.861 



698.801 

,097.677 

64.918 



92.121 

93.521 

801.950 

299.711 

7.000 

.530 

17.000 
485.400 
515.117 

96.775 



,589.000 

426.600 

83.000 

460.000 

.800 

84,041.377 



2. 
482, 



2 

36 

827 

8, 

13 
2, 
3, 

18. 

20, 

67, 
,377. 

46, 

24. 



1,046.181 

3.954 

2.902 

66.127 

147.888 

7.898 

5.550 

16.008 

48.440 

48.094 

835.400 

12.439 

2,037.188 

33.050 



59.225 
9.500 

16. 000 

6.700 

.025 



19.850 

80.750 

336. 9c6 

120.227 

15.878 

22.371 

664.810 

200.122 

121.737 

,775.897 

32.161 

1.728 

107.490 

.500 

11.620 

,139.136 

699.685 

14.326 

367.624 

55.593 

,280.650 

89.224 

21.442i 

67 624 j 

,035.085 

46.0161 

32.918 



143.490 
145.950 



.400 






5«.715 
65.400 



194.205 
211.356 



144.; 
.0751 

809.3^6 

101.779 
11.016 

109.466 
.480 
.095 



1.275 



1,744 

1,101 

67 

f6 

239 

101 

307 

1,315 

55 

48 

2m 

497 

17, 202 

132 



.631 

.820 
.127 
.509 
.414 
.500 
.719 
.440 
.624 
.400 
,P39 
..SCO 



,649.545 
251.874 
782.302 
290.583 
229.731 
19.541 

,361.234 



44.982 

,174.823 

93.176 

.867 

3.900 

.820 

411.080 

406.810 

52.500 



2.948 
458.825 



8,598.2251 

436.0001 

99.0001 

4G6.700 

.325 



5.898 
15.000 
38.600 



7,104.889 91,145.766 



84.575 



22,826.754 



14.090 

.939 

4.189 

94. 597 i 

17.686 

7.090 

25.484 

11.474 

2.671 

2.868 

1.265 

8.152 

913.572 

478.797 

1.556 

445.824 

3.055J 

.38.850! 

22.378 

8.904 

26.502 

1,272.130 

13.958 

10.157 



^ 



1,946.216 

7.779 

97.289 

17.515 

6.000 

1.798 

8.400 

47.703 

14.420 

9.866 

128.250 

8.519 

318.698 

69.213 

9,870.000 

157.518 

11 .500 

24.000 

35.500 

2.775 



14.090 

.989 

18. 589 j^ 

94.59711 

17.686 

21.t80 

26.484 

11.474 

146.999 

2.943 

810.611 

109.931 

P24.588 

:, 583. 263 

2.086 

445.419 

3.055 

48.125 

22.878 

:, 658.449 

278.870 

:,054.4.S2 

804.491 

239.888 

19.541 

i, 407.450 

7.779 

142.271 

,192.888 

99.176 

2. lee 

12.800 

48.023 

.425.500 

416.176 

180.750 

3.619 

821.646 

627.538 

,870.000 

162.916 

26.f>00 

63.500 

85.500 

87.850 



214.055 
242. lOd 
886.966 
184. 81T 
16.86T 
85.960 
759. 41S 
217.758 
143. 41T 

7,802.881 
43.085 
148. 72T 
110.438 
811.111 
121.551 
50,063.724 

2,282.948 

16.862 

818.048 

58.648 

1,328.776 
111.602 

1,679.891 
846.000 

4,089.46T 

850. 50T 

272.806 

19.641 

15,152.432 

1,109.410 
210.091 

1,258.466 
838. «85 
108.679 
819.800 

1,368.742 

2,480.940 
464.800 
588.150 
501.8.58 
17,528.946 
660.868 

9,870.000 

8,761.141 

462.500 

161. 6oe 

502.200 

37.67i 



15,415.262 88,242.016 129,887.782 



160 ANDREWS' REPORT ON 

No. 15. — District of Michilimackinac. 

Port of entry, Mackinaw; latitude 45° 51', longitude 84° 35'; popu- 
lation in 1850, 3,598. 

This, which is the most northerly of the lake districts, as well as the 
most extensive of them all, embraces that portion of the American 
coast on the western shore of Lake Michigan, from Sheboygan, Wis- 
consin, 43° 41' north latitude, 8S^ 01' west longitude, northward, including 
Manitowoc, Two Rivers, Green Bay, Lake Winnebago, with all its ports, 
in Wisconsin — embraces Little Bay Noquet, Big Bay Noquet ; the Fox, 
Manitou, and Beaver islands; the coast on tlie straits of Mackinaw; the 
St. Mny's river to the Saalt; thence west along the south shore of 
Lake Superior to Montreal river — all in the State of Michigan — and 
continues thence along the Wisconsin shore to the western extremity of 
the lake at Fond du Lac; w^hence it proceeds northeasterly along the 
shore of the Minnesota Territor}^ to Port Charlotte, on the dividing line 
between the United States and the British possessions. The entire 
length of this coast-line considerably exceeds 1,300 miles, following the 
sinuosities of the shore ; and from the isolated situation of many portions 
of the district, it has been found impossible to obtain fuller satisfactory 
returns. 

The country bordering upon the great length of coast in this district 
was partially explored, and even mapped, with sufficient accuracy, 
more than two centuries ago, by the French Jesuits — those indefatigable 
discoverers and civilizers, and pioneer colonists of the mighty West ; 
and from that period it has been at all times more or less frequently 
visited by missionaries, traders, trappers and hunters, until the pre- 
sent day, when a systematic and steady colonization may be said to 
be fairly established, together with a practical and successful develop- 
ment of its resources, by the cultivation of its productive lands, the 
prosecution of its fisheries, and the exploitation of its forests and its 
mines. Notwithstanding ah this, there is much ground for the belief 
that the influence which it is one da}^ destined to exercise on the com- 
mercial affairs of this continent, though it ma}^ be appreciated by a few 
far-reaching minds, is little forseen or understood by the people at 
large. 

The grounds existing for this confident expectation are to be found ' 
in the following pecuhar, and in some degree singular, features of this 
district : 

First, the unequalled facilities which it possesses for navigation, 
afforded by its numerous lakes, bays and rivers, through which, and 
their artificial improvements, it has ready access to both the St. Lawrence 
and Mississippi, from which, by the various internal chains of canal 
and railroad, it has easy communications to almost every important 
market along the vast seaboard stretching from the Balize to the straits 
of Belleisle. 

Secondly, the unbounded productiveness of its fisheries, which may 
be, and are, it might be said, advantageously prosecuted through the 
entire length of its waters. 

Thirdly, the immense resources it possesses in the magnificent forests 
of pine which border all the southern portions of its coasts, and are 



COLONIAL AND LAKE TRADE. 161 

capable of supplying lumber for the entire consumption of the North- 
west. 

And, fourthly, the incalculable wealth of the mineral regions of Lake 
Superior. 

These four influences — apart from any agricultural resources, which, 
under the stimulus of demand arising from the development of the 
former, are constantly and steadily on the increase — are already felt 
surely to a degree which has commanded the attention of those engaged 
in commercial pursuits, and in fact of the government itself. 

Every succeeding year fresh ports are springing into existence at 
different points — all imperatively demanding aid for the construction of 
light-houses, and piers, and other facilities for navigation; and all as 
imperatively .demanded by the requirements of a commerce growing 
spontaneously — not forced into hfe by any fictitious stimulants of specu- 
lation — with a rapidity and steadiness hitherto unknown in the com- 
mercial history of the world. 

At the southern extremity of this district is Manitowoc, about thirty- 
five miles north from Sheboygan, on the Michigan shore — a port which, 
almost unknown three years ago, has now, including the country in 
which it stands, a population of 5,000 inhabitants, and a trade, though 
hitherto almost entirely overlooked, already exceeding that of Chicago 
for 1839, as regards exports, although the imports are necessarily 
something inferior, owing to the smaller extent of country at present 
looking to Manitowoc for its supplies. 
The exports are principally lumber, laths, pickets, ashes, 

shingles, furs, wood, white-fish, &c., &c., to the value of — $77,122 
The imports consist of merchandise, as salt, flour, pork, beef, 

meal, butter, lard, &c., to the value of 106,721 



Making a total of 183,843 



Entrances, 788 ; tonnage, 227,940. 

A few miles north of Manitowoc is the port of Two Rivers — also in 
Wisconsin — well situated for lake trade. 

Both these new ports require appropriations for light-houses and 
piers. 

The country adjacent to Two Rivers is finely timbered, and furnishes 
large quantities of lumber for export, as also shingles, ashes, furs, &c. ; 
but, whenever the land shall be cleared, its exports will consist of grain, 
wool, animals, and other agricultural produce, such as is furnished by the 
land of Wisconsin generally. So that, in a few years, the commerce 
of these two ports may be expected to undergo an entire revolution — 
becoming, from exporters of lumber and importers of agricultural sup- 
plies, exporters of the produce of the soil, and importers of assorted 
merchandise and luxuries. 

The business of Two Rivers will be confined to the peninsula east of 
Green Bay, and Lake Winnebago, and Fox river ; since that route, 
being more direct, and affording extraordinary facilities for water trans- 
portation, will undoubtedly prevent any trade v/est of it from passing 
to the lake shore eastward. The local business, however, necessarily 
11 



162 Andrews' report on 

flowing to these points on the shore, will keep up, for all time, an active 
and advantageous trade at them. 

The port of Two Rivers has never before reported its commerce fully, 
but the following results show an excellent commencement : 

Imports in 1851 $115,000 

Exports in 1851 112,763 

Total 227,763 

* ~ 

Of the imports there were for local purposes $42,585 

Ditto for home consumption ". 72,424 

Total •.. 115,009 

In 1847, the imports at this port w^ere valued at $53,747. 

Of the exports there were — Products of the forest $90,072 

Fisheries 16,198 

Domestic manufactures 6,493 

112,763 

Entrances, 822 steam; 192 sail; making a total of 1,014 arrivals 
during the season. 

The next port claiming the attention of the commercial classes is 
in fact the most important in the district — Green Bay — situated at the 
southwestern extremity or head of the great basin of the same name, 
and the outlet of the Fox river. 

This port, indeed, bids fair to rival Chicago, as the lake depot for all 
that most important branch of the lake trade, which has its origin on the 
borders of the upper Mississippi. The work known as the Fox river 
improvement is now nearly completed, connecting the Mississippi with 
the great lakes, by steam navigation. This work has so greatly im- 
proved the navigation of the Fox river, flowing from Lake Winnebago 
into Green Bay, as to admit the ascent of small steamers to the for- 
mer ; w^hence, by a further improvement of the Fox river, and a canal 
connecting it with the Wisconsin river, the passage is free to the Mis- 
sissippi, entrance to wdiich is had about two miles below Fort Craw- 
ford. From this point steamers can navigate the Mississippi upward or 
downward, at option, as occasions may require. 

This is the first water route which has been opened connecting the 
lake, with the Mississippi, navigable by steam power ; and what the 
practical result of its operation may be, is yet in the bosom of the 
future. 

Fort Crawford is situated 487 miles above St. Louis ; 257 above 
Burlington, Iowa ; 80 above Galena, Illinois ; 60 above Dubuque, 
Iowa ; 5 below Prairie du Chien ; 243 below St. Paul's, Minnesota 
Territory ; and 255 below the Falls of St. Anthony. 

The distance from Green Bay to the mouth of the Wisconsin is about 
220 miles, through the richest valley of Wisconsin; b}^ this route, there- 
ore there is an uninterrupted steam communication from Buffalo, 



COLONIAL AND LAKE TRADE. 163 

Oswego and Ogdensburg, or the Canadian cities, and the mouth of the 
St. Lawrence, to St. Louis, New Orleans, and the Bahze. 

This is certainly indicative of a new era in the practice of inland 
steam navigation ; as it will open at once an easy and direct commu- 
nication between New York and the new States of Wisconsin, lowa^ 
and the Minnesota Territory, rendering any of tlie above-named points 
on the Mississippi easier of access by way of the lakes than St. Louis 
itself. This is a fact which cannot be overlooked by immigrants, and 
wall; therefore, bring the public lands of those new States and Terri- 
tories advantageously into the market at no distant day. This line of 
communication also brings the lead mines of Galena nearer b}^ a hun- 
dred miles fo the lakes, than to St. Louis ; and to it ultimately all the 
hidden wealth- of the upper Mississippi valley, incalculable in its amount 
and apparently inexhaustible, must become tributary — inasmuch as for 
the transmission of heavy freight and produce this is the easiest and 
most direct, and therefore, of course, the cheapest channel. Along the 
eastern portion of this route across the State of Wisconsin, there have 
already sprung up several promising ports on Lake Winnebago and Fox 
river ; among them Oshkosh, Neenah, Menasha, Du Pere, and Fond 
du Lac, all well situated, with good harbor facilities, and rich agri- 
cultural regions circumjacent. The public lands are in rapid progress 
of selection and settlement, whether by warrants or regular entry in the 
land offices, while plank roads are traversing the country in all direc- 
tions. 

Green Bay, which has for several 3^ears been a great depot for fish 
and lumber, is now rapidly becoming the great commercial depot for 
the internal trade of Wisconsin, and during the season of 1851 there 
was a line of steamers regular^ plying between this point and Buffalo. 
The completion of the Fox river improvement will, however, demand 
much greater facilities, henceforth, than have ever before been brought 
into requisition. No details of the business at Green Bay for the season 
of 1851 have been received, but it is notorious that the commerce of 
this place has advanced incalculably within the year ; and in the ab- 
sence of accurate information, it may be fairly assumed as foilow^s : 

Imports $2,000,000 

Exports 1,000,000 

Total 3,000,000 



This estimate of imports may, at first view, appear too large; but, 
when it is remembered that the country, in the rear and around, is com- 
parativel}^ new, and unable, as yet, to export anything very material, 
and that the tide of emigration, constantly and regularly pouring in, de- 
mands a great quantity of supphes of all kinds for subsistence, for which 
it must be temporarily in arrear until the land shall be cleared, culti- 
vated, and brought up to the standard which shall constitute it an ex- 
porting in lieu of an importing region, this opinion will be reversed. 

In consideration of the great and still growing importance of Green 
Bay, and the remoteness of its situation from Michihmackinac, it 
might properly be made a port of entr^^, with the shores of Winnebago, 



164 Andrews' report on 

Green Bay, and the lake coast, from the straits of Mackinaw to Mani- 
towoc, constituting a new district. 

Debouching into Green Bay, flow from the northward the rivers 
Oconto, Peshtego, and Menomonee — the latter a large stream, and for- 
merly, for some distance, the frontier hue between the States of Michigan 
and Wisconsin. On it are situated several saw-mills for the cuttmg of 
lumber for the Chicago market. The source of this river is but a lew 
miles distant from the shore of Lake Superior, on the southern water- 
shed of the northern peninsula of Michigan. Its course is about two 
hundred miles in length to its outlet, in which space it has a descent of 
1,049 feet, and is emphatically a river of cataracts and rapids, bring- 
ing down a vast volume of water, and occasionally spreading to a 
width of 600 feet. It can, therefore, be made available -to any extent 
for water-power; though its navigation will be, in all times, limited to 
•canoeing. 

The lower course of the Menomonee, toward its mouth, is bordered 
by tracts of heavily timbered pine-lands, the produce of which is now 
growing into brisk demand in the neighboring lumber markets. 

Below the Menomonee, to the northeast, the White Fish, Escanaba, 
and Fort rivers, discharge their waters into the Little Bay de Noquet. 
They are also fringed along their skirts by extensive pine forests, Irom 
which much lumber is annually manufactured. 

The Monistique falls into Elizabeth bay, farther to the north. The 
principal business carried on upon the islands of Lake Michigan, be- 
longing to this district, is fishing and wood-chopping ; steamers and 
propellers frequently stopping at them to wood, and obtain supplies of 
fish, for the latter of which groceries, fruit, &c., are given in direct 
barter. The climate is genial and the soil productive ; but the present 
inhabitants — being principally Indians and half-breeds, or fishermen, 
who have few tastes except for fishing and hunting — contrive to subsist 
themselves principally by those employments, and the cultivation of 
small patches of corn and potatoes. 

The North and South Manitous have good harbors for the shelter of 
vessels, as well as the Foxes and Beavers. On the latter group there 
is a settlement of Mormons ; but so far as civilization, refinement, and 
the tilling of the soil are concerned, they are in no wise superior to the 
neighboring tribes of savages. 

Mackinac island, in the straits of Mackinac, which connect Lakes 
Huron aiid Michigan, is an old missionary settlement and military post, 
first established above two centuries ago by the French Jesuits, with 
that admirable forecast and political wisdom wiiich they displayed in 
the selection of all their posts. It is, in fact, as to natural military 
strength, the Gibraltar of the lakes, and might easily be rendered almost 
impregnable. The present fort, however, is a blunder, and could not 
be defended for half an hour, being commanded by an almost unassail- 
able height within half a mile in its rear, from which, in effect, at the 
commencement of the war of 1812, it was threatened with two or three 
light guns, dragged up the reverse during the night, by a handful of 
Indians and British, and, being unable to offer any resistance, was re- 
duced to an immediate surrender. 

It was for a long time an important depot of the American Fur Com- 



COLONIAL AND LAKE TRADE. 165 

pany, and is still maintained as a military station by the United States? 
and used as the rendezvous of the various Indian tribes, which resort 
thither annually to receive their government payments. 

Mackinac is now a place of considerable traffic, the principal ex- 
ports being fish and furs, the latter becoming annually more and more 
scarce; and the imports, blankets, ready-made clothing, fishermen's 
supplies, and trinkets for the Indians, who rarely carry away much of 
their receipts in money. 

This point is distant from Chicago 340 miles ; from Buffalo about 
700 by water ; and fi'om the Sault Ste. Marie 120. 

No returns for its coastwise commerce are at hand for 1851. 

Its Canadian imports for 1851 were $3,967 

Do. do. 1850 3,261 

Increase on 1851 706 



Duties collected in 1851 

Do. do. 1850 663 

Increase on 1851 155 



Sault Ste. Marie is situated on St. Mary's river, the outlet of Lake 
Superior, at about 120 miles from Mackinac, 405 from Detroit, and 
^1 from Washington. It is pleasantly situated on the west side of the 
straits, and at the foot of the rapids, whence its name. These rapids 
are about three quarters of a mile long, at about twenty miles below 
Lake Superior, with a fall of about twenty-one feet. The river St. 
Mary's is, in all, from Lake Superic^-^ to Huron, about sixty miles in 
length, flowing first a few degrees north of east, then bending abruptly 
and flowing a few degrees east of south. " Through its wdiole course 
it occupies the line of junction between the igneous and detrital rocks, 
forcibly illustrating to what extent the physical features of a country 
are influenced b}'' its geological structure." Between Mackinac and the 
Sault Ste. Marie there are innumerable groups of small islnnds, prin- 
cipally near the northern shore of Lake Huron and the mouth of the 
St. Mary's, their number having been estimated at thirty thousand. 

None of these are as yet of any commercial importance, unless it be 
St. Joseph's, which is beginning to export grain and live-stock. 

Hitherto the Sault Ste. Marie has been the head of lake navigation, 
in consequence of the interruption caused by the rapids at this point. 

When it is considered that the distance to be overcome does not ex- 
ceed one mile, with a lift 22 feet, and that the banks of the river nowhere 
rise to above twenty feec above the water fine, and are composed of 
soft, friable rock, imbedded in easy soil, it is astonishing that a ship 
canal has not been opened long ago across this trivial portage — trivial 
in regard to the labor and expense of rendering it passable ; the cost 
not being estimated as likely to go beyond a few hundred thousand 
dollars — which would open to the American lake marine the naviga- 
tion of the finest lake in the world, furnishing and requiring all articles 
necessary to build up and maintain a large and prosperous trade. 

In no other respect, however, is this obstacle shght or trivial ; for 



166 Andrews' report on 

ever3"thing required for the facilitation of the vast, numerous and wealthy 
iron and copper mines of Superior, including machinery of enormous 
weight, and supplies and forage for the men and live-stock emplo3^ed — 
nor this only, but the huge blocks of native copper and heav}^ ore re- 
turning down this route — must all be transported overland at extraordi- 
nary difficulty and expense. Even large vessels, several in number 
annually, are transported over this portage by means of wa^^s and horse- 
power ; nor is it in the least extravagant to say, that the aggregate 
amount of money thus unnecessarily expended year after year, without 
any permanent result, would, if collected for a few seasons, defray not 
only the interest, but the primiC cost of this most necessary work. 

" Efforts have been made, and will doubtless be renewed," says the 
report of Messrs. Foster and Whitney, on the copper regions of Lake 
Superior, "to induce the government to construct a canal around these 
rapids, and thus connect the commerce of Lake Superior with those of 
the lower lakes. The mere construction of locks is not, however, all 
that is required. It will be necessary to extend -a pier into the river 
above the rapids, to protect the work and insure an entrance to the 
locks. This pier will be exposed to heavy currents, and at times to 
large accumulations of ice, and must be constructed of the firmest 
materials and strongly protected." • 

Materials of the best quality can be easily obtained, as the report 
goes to show, from Scovill's Point, ®n the Isle Roy ale, or the Huron 
islands, for the completion of the works, which would not, it is believ^, 
at any rate exceed half a million of dollars. 

The effect of the removal of this untoward obstacle — which deters a 
large, useful, and healthy population from settling in this region — 
keeps the mineral lands out of the market, and in a very great measure 
debars the influx of mineral wealth, which could not be otherwise shut 
out — would be to give a general stimulus to trade, and an infusion of 
vigor, activity and spirit to the whole movement of the country, with 
a general increase to the national wealth, entirely beyond the reach of 
calculation. 

It were, therefore, undoubtedly a wise and prudent polic}', founded 
on the experience of all ages, and in nowise savoring of rash or specu- 
lative legislation, to disburse the small comparative amount necessary 
at once to render this vast addition to the national wealth, commerce, 
and marine, available. 

It is clearly impossible that 3'oung and. necessarily poor States — as 
all new States unavoidably must be, until their lands are rendered 
capable of producing, and their mines ready for exploitation — can con- 
struct such works at their own expense ; and they must necessarily be 
raised by aid from government, or be left undone, from want of aid, to 
the great detriment of the community. 

Another though inferior consideration is this — that in case nothing is 
done by the United States government, a canal will undoubted^ be 
cut, even with the disadvantage of a ten-fold expense, through the hard 
igneous rocks on the British shore, by the Canadian government, which 
never lacks energ}^ or enterprise when channels of commercial ad- 
vantage are to be opened or secured to itself. And the result of this 
would be the diversion from the citizens of the United States of the 



COLONIAL AND LAKE TRADE. 167 

large sums payable, in the way of tolls, on a work ten times more ex- 
pensive than would be requisite on the American side. 

The business of the Lake Superior country for 1851 is estimated as 
follows, for the articles which crossed the portage at the Sault : 

Imports, 100,000 barrels bulk ; in which are included 2,000 bundles 
pressed hay ; 20,000 bushels of oats and other ^inds of grain ; provi- 
sions, dry goods, groceries, general supplies, and five mining engines ; 
forming an aggregate estimated value of $1,000,000. 

The exports passing around the rapids, for the same season, are as 
follows : 

1,800 tons of copper, at $350 ■ . . . $630,000 

500 tons of iron blooms, at $50 25,000 

4,000 barrels fish, at $5 20,000 

The imports are about 40,000 barrels bulk in excess of the imports 
of 1850. The cost of trans jDortation on the above one hundred 
thousand barrels bulk was an average of about nine shilhngs a barrel 
from Detroit, or a gross sum of $112,000 for the transportation of 
100,000 barrels for a distance of 500 miles, all by water, with the 
exception- of one mile. The opening of a ship canal at this point 
would undoubtedly reduce this cost by two-thirds within three years ; 
and within six years the actual savings would defray the whole cost of 
oenstr notion. 

Above the Sault is the whole coast of Lake Superior, awaiting only 
free communication with the lakes below to send forth the rich mineral 
treasures of that region in exchange for the manufactures and merchan- 
dise of the east. 

The lake is 355 miles in length, having an American coast to the 
extent of not much less than 900 miles. The area of the lake is 
32,000 square miles ; its greatest breadth from Grand Island to Nee- 
pigon bay is 160 miles, and its mean depth of water 900 feet, with 
an elevation of 627 feet above the level of the sea, and 49 feet above 
the waters of Huron and Michigan. The water is beautifully clear and 
transparent, and abounds with the most delicious fresh-water fish, the 
flavor and richness of which infinitely exceed those of the lower lakes, 
so that they will always command a higher price in the market. One 
species, the siskawit, has only to be known in the New York and east- 
ern markets in order to supersede all varieties of sea-fish, for unques- 
tionably none approach it in succulence and flavor. 

This lake is led by about eight}^ streams, none of them navigable, 
except for canoes, owing to the falls and rapids with which they 
abound. The more prominent of these rivers, flowing through Ameri- 
can territory, are the Montreal, Black, Presque Isle, Ontonagon, Eagle, 
Little Montreal, Sturgeon, Huron, Dead, Carp, Chocolate, La Prairie, 
Two-hearted, and Tequamenen. The Ontonagon and Sturgeon are 
the largest and most important rivers, which, by the removal of some 
obstructions at their mouths and the construction of piers to prevent the 
formation of bars, might be converted into excellent and spacious har- 
bors, in the immediate vicinity of some of the most valuable mines, 
where the want of safe anchorage is now severely felt. 



168 Andrews' report on 

The mouth of the Ontonagon is already a place of some growing 
business, as is La Pointe, at the Apostle islands, where is a good 
harbor. Eagle and Copper harbors are also places of commerce for 
the importation of supplies and the shipment of mineral produce. Ance, 
at the head of Keweenaw bay, Marquette, Isle Royale, where there 
is a good harbor, are all places rapidly growing into importance. It 
would seem that the whole lake coast, from the Sault Ste. Marie to the 
Isle Royale, is rich in iron and copper ore, and it is scarcely possible 
to conceive the results which may be expected, when the present 
mines shall have been developed to their highest standard of produc- 
tiveness, and others, as unquestionably there will be, discovered and 
prepared for exploitation. 

There are at present two steamers, four propellers, and a considerable 
number of smaller sailing craft, all of which have been dragged over- 
land, by man and horse, across the portage, in constant employment 
carrying up supplies and bringing back returns of ore and metal. All 
these articles have necessarily to be transhipped and carried over the 
isthmus ; and yet, under all these disadvantages and drawbacks, the 
traffic is profitable and progressive. This consideration only is sufficient 
to establish the possitive certainty of success which would follow the 
construction of an adequate and well-protected ship canal. 

Indeed it may be asserted, without hesitation, that a well-concerted 
system of public works, river, lake, and harbor improvements, are 
only wanted to render the great lake regions, and this district not t^ 
least, the most valuable and most important, as they are now the most 
beautiful and most interesting portion of the United States. 

The enrolled tonnage for the Mackinac district, according to the 
official reports of June 30, 1851, is stated at 1,409 tons, all sail. This 
is evidently inaccurate, as there were several steamers and propellers 
plying, at that very date, on the lake above the Sault, and several 
small steamers running regularly on the waters of Green bay. Lake 
Winnebago, and the Fox river. 

The extreme inaccuracy, looseness, and brevity of the returns kept, 
and reports made from most of the lake ports of entry, can hardly be 
too much deprecated or deplored, rendering it, as they do, impossible 
to compile a complete report of the lake commerce sufficiently explicit, 
and with details sufficiently full, to the perfect understanding of a sub- 
ject at once so intricate and so important. 

Canada trade in 1851. 

Imports $3,967 Duty collected $818 

No. 16. — District of Milwaukie. 

Port of entry. Mil vvaukie ; latitude 43° 3' 45", longitude 87° 57'; 
population in 1840, 1,712 ; in 1850, 20,061. 

This district, which formerly was attached to that of Chicago, was 
erected in 1850, and the returns embraced in this report, being the first 
that have been made of its lake commerce, give little opportunity for 
comparison. 



COLONIAL AND LAKE TRADE. 169 

The coast extends from Sheboygan, Wisconsin, southward to the 
northern line of the State of Illinois, a distance of about a hundred 
miles, embracing the ports of Sheboygan, Port Washington, Kenosha, 
or Southport, Racine, and Milwaukie. These ports are all situated in, 
the State of Wisconsin, on the western shore of Lake Michigan. She- 
boygan is immediately adjoining the district of Mackinac ; has a good 
situation for business, though the harbor needs some improvement. 
The State legislature has authorized a loan for this purpose of $10,000. 
There is an excellent farming country in the rear of Sheboygan, the 
soil of which ordinarily produces good returns of the first qualit}^ of 
grain ; in the last two years, however, the wheat crop has been almost 
a total failure. 

The imports of this port for 1851, were $1,304,961 

Exports, do. do. do. 121,705 

Total 1,426,666 

Entrances, 730. 

Port Washington, twenty-five miles norlh of Milwaukie, is a port of 
a growing and important trade, its harbor being formed by the projec- 
tion of a pier into the lake. The town is situated on a high bluff, which 
shields the pier from westerly winds. The country circumjacent is 
well adapted for agriculture, grazing, and wool-growing. The trade 
of this port is steadily on the increase. 

Imports of Port Washington for 1851 $904,400 

Exports, do. do. 139,450 

Total 1,043,850 



Southport, the name of which has been recently changed, with good 
taste, to the old Indian appellation of Kenosha, is a flourishing place 
situated on the bluffs, 35 miles south of Milwaukie, and sixty north of 
Chicago. Under the protection of the bluffs upon which the town 
stands, piers have been extended into the lake, alongside which vessels 
may lie and load or discharge cargoes, except during the prevalence of 
strong easterly gales, during the height of which the seas sometimes 
are heaped on the piers, and break with such violence as to compel the 
shipping to stand off into the lake for sea-room. Like the rest of this 
portion of the State of Wisconsin, the soil about Southport is of a nature 
to encourage agricultural pursuits ; and in consequence the back coun- 
try is increasing very rapidly in population, and the prairies beginning 
to export their rich and varied produce, the result of which is a growth 
of the commerce of the port beyond the anticipations of the most san- 
guine. 

The returns show the imports for 3851 to have been $1,306,856 

Do. do. exports for 1851 661,228 

Total ], 968,084 

Entrances, 856. 



170 Andrews' report on 

Racine lies ten miles north from Kenosha, on a beautifnl stream of 
the same name, which forms a harbor in all respects excellent, except 
for the wonted drawback of an awkward bar at its mouth. The popu- 
lation of Racine in 1840 was about 1,500 ; in 1850 it was 5,111. The 
principal business, however, is done on piers, which project from its 
mouth, as at Kenosha. The city is on a height, and is, without doubt, 
the most beautiful site for a lake city west of Cleveland. The back 
country, depending on the city for supplies and a market, is very simi- 
lar to that already described in other parts of the district. 

Its imports for 1851, were $1,473,125 

Exports for do. • 1,034,590 

Total 2,507,715 

Entrances, 1,462. 

Milwaukie, the port of entry and principal port in the district, is 
situated on Milwaukie river, which forms a good harbor for vessels 
and steamers of light draught, but it needs some improvement to make 
it easy of access to larger craft. The harbor of Milwaukie is in one 
respect very favorably situated, as there is a sort of bay, or bayou, 
running in behind the north point, making a fair shelter against all but 
easterly winds. 

The city stands partly on the river, and partly on the bluffs, which 
are very high and overlook the lake for many miles. It is ninety miles 
north from Chicago, and contains 25,000 inhabitants. It is the terminus 
of the Milwaukie and Mississippi railway, w^hich is finished some fifty 
miles west, and is intended eventually to communicate with the Mis- 
sissippi at Dubuque, or Prairie du Chien. This road runs through one 
of the most fertile districts of Wisconsin, and will bring immense traffic 
to this port. Of late, owing mainly to the partial failure of the wheat 
crop during the two successive years of 1849 and 1850, the commerce 
of this district has not augmented so rapidly as for several years pre- 
viously, or as it probably would have done in the event of good or 
average crops. 

The city of Milwaukie increased in population from 1,712 inhabit- 
ants in 1840, to 20,061 in 1850, being a ratio of 1,072 per cent, greater 
than that of any other city during the same period. It is situated 805 
miles northwest from Washington. 

The commerce in 1851 is estimated for the city as follows : 

Imports $14,571,371 

Exports 2,607,824 

Total 17,179,195 

Entrances, 1,351. 

The commerce of the whole district for the same year was : 

Imports $19,560,713 

Exports 4,564,779 

Total 24,125,510 

Total entrances, 5,000. 



COLONIAL AND LAKE TRADE. 



171 



The enrolled and licensed tonnage, on the 30th June, 1851, was set 
down in the official report at 2,946 tons, of which 287 tons w^ere steam, 
and 2,659 tons sail. The official report of the collector, however, pub- 
lished at the end of the season, makes the tonnage of the district 
amount to 6,526 tons, giving employment to 325 men. Therefore there 
must be an error somewhere, as it is not possible that the tonnage of 
the district should have more than doubled itself within a few months. 
Such inconsistencies, however, seem to be the rule, not the exceptio;ii, 
in the reports of the lake districts. 

The following table will show the business in a few prominent arti- 
cles of trade, in this district, for export from the several ports ; and the 
comparative trade of the port of enti}^ for the years 1850 and 1851, 
according to the returns. 



Art 


icles 


Milvvaukie. 


Racine. 


Kenosha. 


Sheboygan 


PovtWash- 
ington. 




1851. 


1850. 


1851. 


1851. 


1851. 


1851. 


Flour 

Pork 


.. .barrels. . . 

do 

do 

. .bushels. . . 

....do 

....do 

....do 

. .po.unds. . . 

do 

...';do 

tons.. . 

. . pounds . . . 
...Mfeet... 


113,233 

3,832 

2,331 

181,904 

47,098 

175,723 

22,233 

226,256 

385,840 

29,180 

262 


100,017 

476 

1,426 

297,758 

2,100 

15,270 

5,000 

126,595 


22,977 
1,112 
1,712 

272,678 

80', 898 

40,908 

18,941 

106,471 

112,000 

22,400 

55 


2,651 
56 


163 


3,000 


Beef. 


1 


Wlieat. . . 


233,052 
59,769 
55,169 
31,168 
30,731 
20,160 






Oats 

Barley. . . 
Corn .... 


3,650 

1,000 


2,000 
1,500 


Wool . . . 


9,250 
69,440 




Hides . . . 










Ashes,. . . 


276 


...«..'<.... 


201 


900 


Lead . . . . 


987,840 11,050,000 






Lumber. . 






1,830 

247 

1,199 

3,384 




Laths . . . 


M. . 


1 









Shingles. . 
Fish 


do... 


1 r ' i' ' 






1 1 


200 






1 1 
i 1 





The imports consist principally of assorted merchandise necessary 
for the consumption of a new countr}^ — salt, ancl the household prop- 
erty of emigrants. This district reports no trade with Canada. 



172 



ANDREWS REPORT ON 



Statement showing the piincipal articles of export and import, coastwise, in 
the district of Milwaiikie, during the year 1851. 

IMPORTS. 



Articles. 




Merchandise 

Sundries 

Salt 

Salt 

Fruit 

Fish 

Lumber 

Laths 

Shingles 

Cedar posts 

Whiskey 

Coal 

Pi^ iron 

"Water lime 

Cut stone 

Cheese 

Tan-bark 

Railroad iron, &c 

Fruit trees 

Locomotives 

Potter's clay 



30,594 tons.. 
6, 980... do ... 
31,985 bags.. 
34,881. barrels 
17, 517.... do.. 

1,208 do... 

40,401 Mfeet 

4,556 M 

13,125 M.... 

12,788 

6,517 barrels. 

2,177 tons... 

507... do.... 

2,329 barrels. 

350 tons . . . 

124,240 pounds. 

1,375 cords.. 

556 tons . . . 

11,150 

4 

150 tons . . . 



Value. 



p5, 297, 000 
3,502,287 

4,698 
43,601 
26,275 

4,832 

404,010 

45,560 

26,250 

2,556 
65,170 
15,239 
12,400 

3,494 

1,750 

7,454 
27,500 
27,800 

2,787 

40,000 

450 



19,560,713 



EXPORTS. 




Articles. 


Quantity. 


Value. 


Flour 


142,015 barrels 

5,000. ...do 

4,043 do 

687,634 bushels 

193,405 do 

137,163 do 

372,708 pounds 

504 500 do 


M26,045 

70,000 

28,301 

412,580 

38,681 

274,327 

111,812 


Pork 


Beef. 


Wheat 


Oats 


Barley 


Wool 


Hides 


20,180 


Ashes 


1 418 tons 


141,800 


Lard '. 


46,000 pounds 

843 tons 


3,280 
8,430 

28,936 
767,000 

49,392 


Broom-corn 


Corn . . . 


72,342 bushels 

1,535 tons 


Merchandise 


Lead 


987,840 pounds 

2,500 barrels 

853,900 


Lime . .. 


3,700 


Brick ., 


4,265 


Hay , 


250 tons 


2,500 


Ship-knees 


279 


5,580 


Lumber 


1,833 Mfeet 

247 M 


18,330 
2,470 


Laths 


Shingles 


1,199 M....t 

3, .584 barrels 

10,000 cords 

200 M 


2,997 


Fish . ... 


14,336 

20,000 
4,000 
4,000 


Wood 


Staves 


Hops ■-. 


10 tons 


Hoop-poles 


50 M 


500 


Potatoes 


25,000 bushels 

4,534 tons 


7,500 




2,093,855 






• 


4,564,797 



COLONIAL AND LAKE TRADE. 



173 



No. 17. — District of Chicago. 

Port of entry, Chicago; latitude 42° 00', longitude 87° 35'; popu- 
lation in 1840, 4,470; in 1850, 29,963. 

This district is about eighty miles in extent of coast-line from Michi- 
gan City, in Indiana, to Waukegan, Illinois, embracing that portion of 
the coast of Lake Michigan bordering on the States of Indiana and 
Illinois. Michigan City, Waukegan, and Chicago are the only ports. 
The <:ommerce of Michigan City is comparatively small ; but having 
no definite returns from that point, it may be roughly estimated at 
^600,000. It is the only lake port of Indiana, and is about forty miles 
ieast from Chicago, and on the opposite side of the lake to that city. 
The Michigan Central railway passes through this place en route for 
Chicago, and most of the supplies of merchandise are received by it. 
The exports of flour, wheat, corn, and oats from this place are worthy 
of some consideration. 

Waukegan is situated forty miles north from Chicago, on the western 
shore of Lake Michigan, and. is a thriving place of business, though its 
harbor consists only of piers, extending into the lake, similar to those at 
Racine, Sheboygan, and other places in the district of Milwaukie. The 
country circumjacent to it is becoming rapidly populous, and the land 
is fertile, and adapted amply and abundantly to repa}' all the expenses 
of toil and time annually bestowed upon it. 

It cannot, therefore, be reasonably doubted that its annual increase 
will not fall short of the general progress of its own and the neighbor- 
ing States. 

The account of the tonnage of this place is as follows : 

The entrances at Waukegan during the year 1851 weie 1,058; being 
698 steamers, 244 propellers, 14 brigs, 105 schooners, 2 barques, and 
3 sloops. 

The following is a concise statement of the commerce of Waukegan, 
with the names of some of the leading articles both of import and ex- 
port: 

IMPORTS. 



Articles, 


Quantity. 


Value. 


Merchandise 


tons 

M 


1,110 

4,368. 
809 
475 

2,804 
371 
809 
451 
210 
108 


$555,000 

43 680 

2,022 

4 7*^0 


Shino'les .*. ., 


do 


Laths 


do 


Salt 


• •..... .barrels. . 


4 QOfi 


Flour 


do . . 


1,113 

1,213 

4,510 

315 


Apples .•.•••...• 


do 


Whiskey '. . 


do 




do 


Broom-corn 


Knl<.« 


168 


Sundries unenumerated 


2,757 












619,834 







174 



ANDREWS R-EPORT ON 
EXPORTS. 









Articles. 


• 


Quantity. 


Value. 


Wheat. 
Oats . t . 









bushels 

do 


173,129 

64,090 

. 29,874 

8,943 

1,480 

3,340 

250 

62 

35,800 


$103,977 
12,918 


Corn . . . 








do 


11 949 


Barley . 








,,,,,, ,do. • • • • . 


4 471 


Seed . . . 








do 


1,480 




10,020 


Pork . . . 








..do ,. 


3,500 


Eo-ffs 








do 


372 


^^ool . . 


unenura 

Total 
Total 

Total 






pounds 


10,740 
35,391 




exports., 
imports.. 

commerc< 












194,818 
619,834 












3 of W^aukeo-an . . . . 










814,652 











The city of Chicago stands at the mouth of the Chicago river, with a 
population of about 40,000, and, as the river debouches into the head 
of Lake Michigan, is therefore the inmost port of the lake, and the far- 
thest advanced into the country, which supplies its export and consumes 
its import trade. It is, on this account, most favorably situated for a 
commercial depot. The river within a mile of its mouth being made up 
into two affluents, the northern and southern, the city lies on both banks 
of the main river, and to the west of both the tributaries, with floating 
bridges whereby to facilitate easy communication for the citizens. Four 
miles south of the 6ity, the Illinois and Michigan canal falls into the 
south branch at a place called Bridgeport, and up to this point this 
stream is navigable for the largest lake craft. The first level of the 
canal is fed from this stream by means of huge steam-pumps, which are 
constantly employed in forcing water to the height of about eight feet. 
Qq entering the canal, therefore, the boats first ascend a lock of about 
eight-feet lift, and thence, on their way to the Illinois, continually lock 
downward till they reach the lower level of that valley. This canal 
is ninety-eight miles in length from Bridgeport to Peru, on the Illinois, 
and by means of it the waters of the Mississippi and the lakes are united, 
so that canal boats can readily pass from Chicago to St. Louis, and vice 
versa, as indeed to any point of the Illinois river, without detention or 
transhipment of cargo. 

The Galena and Chicago Union railway is open from Chicago to Roch- 
ford, a distance of eighty miles, and will soon be finished to Freeport, 
where it will effect a junction Vvith the Galena branch of the Illinois 
Central railway. The Chicago and Rock Island road is completed to 
Juliet, forty miles' distance from Chicago, which is eventual^ to con- 
nect Chicago with Rock island, and which is expected to be completed 
and opened, within the space of one 5^ear, to the Mississippi. 

It is proposed to intersect Illinois with a net-work of railways, by 
which Chicago shall be connected with ever}^ portion of the State; and 
beside these lines, two or three others are projected with the intent of 
connecting that icity with Green Bay, Milwaukie, Beloit, and Janes- 



COLONIAL AND LAKE TRADE. 



175 



ville, Wisconsin, by railway, but it is still problematical whether they 
will be wrought to a successful termination. 

It is owing, doubtless, to the advantageous situation above described, 
that Cliicago owes her rapid growth during the past few years, her en- 
viable commercial position for the present, and her brilhant prospects 
for the future. 

In 1840 Chicago had a population of less than 5,000; in 1850 it num- 
bered upward of 28,000, having increased in one year, as shown by the 
returns of the city census of 1849, over 5,200; and the lowest estimate 
put upon the population in January, 1852, is 35,000 souls, while more 
generally it is rated at nearly 40,000 individuals. No parallel for so 
great an increase exists. 

The following tables will give some idea of the details of the com- 
merce of Chicago, which will be found interesting as showing the pro- 
gressive business of the city, during a long series of successive 5^ears, 
as w^ell as the alteration of the character of that business, as affected by 
the continual progression of the country, from an earlier and more im- 
perfect to a fuller and better developed system of cultivation. 

The progressive value of the imports and exports of Chicago is ex- 
hibited during a series of fourteen years, which will be found to give 
the best idea of the actual progression of the place. 



Years. 



Imports. 



Exports. 



In 1836 
]837 
1838 
1839 

1840 
1841 
1842 

1843 
1844 
1845 
1846 
1847, 
1851 



P25,203 


$1,000 


373,677 


10,065 


579,174 


16,044 


630,980 


38,843 


562,106 


228,635 


564,347 


348,862 


664,347 


659,305 


971,849 


682,210 


1,686,416 


785,504 


2,043,445 


1,543,519 


2,027,150 


1,813,468 


2,641,852 


2,296,299 


24,410,400 


5,395,471 



From 1842 to 1847 the leading articles of export were wheat, flour, 
beef, pork, and wool. The quantities exported in those years w^ere as 
follows : 



Years. 



Wheat. 



Flour, j Beef & pork. 



Wool. 



Bushels. 

In 1442 ! 586,907 

1843 1 628,967 

1844 1 891 .894 

1845 1 956,860 

1846 1 1,459,594 

1847 : 1,974,304 



Barrels. 

2,920 
10,786 

6,320 
13,752 
28,045 
32; 538 



Barrels. 
16,209 
21,492 
14,938 



48,920 



Pounds. 

1,500 

22,050 

96,635 

216,616 

281,222 

411,488 



From 1848 to 1851 no valuation was made of the importations or 



176 



ANDREWS' REPORT ON 



exportations ; and the valuation of 1848 is deemed so utterly incorrect 
as to be valueless and unworthy of citation ; for the valuation for that 
year included, under the head of exports, every small bill of sale, 
whether sent into the circumjacent country for domestic consumption, 
or shipped, coastwise or foreign, by the lake, for actual exportation. 
It is therefore set aside. 

The following table shows the importations of lumber during the 
years mentioned: 



Articles. 


1847. 


1848. 


1849. 


1850. 


1851. 


Boards feet.. 

Laths No. . 


38,188,225 

5,655,700 

12,148,500 


60,009,250 
10,025,109 
20,000,000 


73,259,553 
19,281,733 
39,057,750 


100,364,791 
19,890,700 
55,423,750 


125,056,437 

27,583,475 
60,338,250 


Shingles do. . 



The table below exhibits some of the leading articles of export 
from Chicago during the same series of years, and shows the nature 
and increase or decrease of the trade in various articles : 



Articles. 


1847. 


1848. 


1849. 


1850. 


1851. 


Wheat bushels. . 

Flour barrels. . 

Corn bushels. . 

Oats do 

Beef barrels.. 

Pork do 

Tallow do. . . . 


1,974,304 
32,598 
67,315 

38,892 

26,504 

22,416 

203,435 

139,009 

47,248 

28,243 

411,088 

8,774 


2,160,000 
45,200 
550,460 
65,280 
19,733 
34,467 
513,005 


1,936,264 
51,309 
644,848 
26,849 
48,436 
17,940 


788,451 

66,432 

262,013 

158,054 

40,870 

16,598 

719,100 

724,500 

909,910 

85,409 

913,862 


427,820 

71,832 

3,221,317 

605,827 

53,685 

19,990 

1,084,377 

2,996,747 

1,524,600 

182,758 




684,600 
850,709 


Bacon ... . . .do. . . . 






209,078 
500,000 


Wool pounds. . 

Hides No .. 


520,242 


1,086,944 
1,617 













CANADIAN TRADE IN 1851. 



Exports of domestic produce and manufactures. 

In American vessels $93,008 

In British vessels 23,117 



116,185 



Imports, 

In American vessels $4,935 

In British vessels , 876 

5,811 

Tonnage inward.-^American vessels — steam 2 

sail 2 

British vessels — sail 2 



Duty collected. 

$1,204 
182 



1,386 

652 tons. 
290 " 
428 " 



COLONIAL AND LAKE TRADE. 177 

Tonnage outward. — ^American vessels — steam 5 2,183 tons. 

sail. 7 1,628 " 

British vessels 2 428 " 

The country round the eity for miles is a level prairie, the soil of 
which is very fertile ; which has given Chicago its great agricultural 
•Start, and laid the permanent foundation for its increase. 

The Illinois and Michigan canal, which comes into the southern 
stream at Bridgeport, passes through one of the finest agricultural 
districts in the State, embracing the valleys of the Au Plaine, de 
Plaine, Fox, Kankakee, and Ilhnois rivers, and finally, by means of 
the latter, opens up to a norlhern market the great corn valley of the 
West. This canal was first opened for business in May, 1848, and 
has, therefore, been but four seasons in operation. 

Owing, however, to a partial failure of the wheat crop in this portion 
of the State, during those three years, the returns of tolls are much 
smaller than they would otherwise have been. The effect of the 
water connexion of Chicago with St. Louis may, however, be seen in 
the impetus given to the population and commerce of the city at or 
near that period. 

The canal tolls in 1848 amounted to $83,773; in 1849, to $118,787; 
in 1850, to $121,972; and in 1851, to $173,390. 

According to Judge Thomas's report, made in compliance with a reso- 
lution of the river and harbor convention, in 1847, the first shipment ot 
beef was made from Chicago in 1833; but that shipment must have 
been very trifling, since, in 1836, the whole exports from the port were 
valued at $1,009; in 1837 they rose to $11,065; in 1838 to $16,044; 
in 1839 to over $32,000; and in 1840 to $228,635. In 1840 the im- 
ports were valued at $562,106. Since that year the increase in every 
article of export has been rapid, except wheat, which, for the three 
years last past, exhibits a decrease. 

The commerce of the port of Chicago in 1851 amounts to the sum 
of $29,805,871, consisting of $5,395,471 exports, and $24,410,400 
imports. At first view there appears in this statement a far greater 
discrepancy between the value of the imports and exports than is usual 
even in new countries. The difference may, however, be accounted 
for on this consideration : that, beside large quantities of rich and costly 
goods, all sorts of ready-made clothing, hats, caps, boots, and shoes, 
for the St. Louis market, are imported through Chicago, and by canal 
and river to their destination, all going to swell the importation returns 
for the extensive and growing trade of this place ; whereas, the goods 
are, from St. Louis, distributed to all sections of the country, as yet 
too poor and new to remit articles of produce for exportation by the 
same route. To this it must be added that casual fluctuations in the 
market prices at Chicago or St. Louis frequently determine the course 
by which inland domestic produce is shipped to the seaboard, whether 
by the lak(^s or the Mississippi, so that there may be an apparent bal- 
ance of trade against Chicago, when there is none such in reality. 

In 1851, Chicago received — mostly from the Illinois — and exported, 
no less than 3,221,317 bushels of corn ; also received by lake, mostly 
from the lumber districts of Michigan and Wisconsin, 125,000,000 feet 



178 

of lumber, 60,000,000 of shingles, and 27,000,000 pieces of lath, of 
which, according to the Chicago Tribune — esteemed the commercial 
journal of that place most worthy of confidence — 54,000,000 feet of 
lumber were shipped by canal, and 44,000,000 of these reached the 
Ilhnois river ; 51,000,000 of shingles were shipped by canal, and 
47,000,000 of these reached the IHinois ; while of lath 12,000,000 left 
Chicago for the south, of which 11,000,000 passed beyond the termi- 
nus of the canal. 

The continued failure of the wheat crop in northern Illinois has turned 
the attention of farmers to grazing and wool growing, for which the 
prairie lands are admirably adapted, and of this the results are par- 
tially seen in the returns. 

In 1851 there were slaughtered and packed, for American and Eng- 
lish markets, in Chicago, 21,806 head of cattle. The shipments of 
beef during the same year were 52,856 barrels; and it is hardly neces- 
sary to say that this beef is of the finest quality, for Chicago beef is at 
this day as well known, both in the American and English markets, for 
its succulence and tenderness, as if it had been an established article 
in the provision trade for centuries, instead of years. 

The growth of wool in Illinois is not yet, by any means, developed, 
the trade in this article not having been ten years in existence, at the 
utmost, yet the exports of 1851 amounted to 1,086,944 pounds. 

Over and above these shipments, increased by the addition of 20,000 
barrels of pork, there were exported during the year great numbers of 
cattle, hogs, and sheep, driven, or transported by railway and steamer, 
from the prairies of Illinois to the markets of Buffalo, Albany, and New 
York, alive. If these be taken as the results of the first few years of 
the grazing business, what may not be expected of the great resources 
of these prairie States, when they shall be fully developed and brought 
nearer to market by the railway facilities which are already contem- 
plated, and perfected by the complete stocking of the grazing lands? 

Hemp and tobacco are also large products of this State. 

The arrivals at Chicago for 3851 are as follows: steamers, 662; 
propellers, 183; schooners, 1,182; brigs, 239; barques, 13; total, 2,279. 
Tonnage of the season, inward, 958,600. 

The enrolled tonnage of the district on the 30th of June, 1851, was 
23,105, being 707 tons steam, and 22,397 tons sail. 

The following table will exhibit the quantity and value of the prin- 
cipal articles of export and import coastwise, at the port of Chicago, 
during the year 1851 : 



COLONIAL AND LAKE TRADE. 
EXPORTS. 



179 



Articles. 



Quantity. 



Value. 



Flour.,. barrels. 

Wheat bushels. 

Corn, do. . . 



Barley do. . . . 

Oats,. , , do 

Hemp pounds . . 

Beef.. barrels. . 

Pork do 



Tallow pounds 

Lard J do. . 

Hams do. . 



Shoulders do. . . ^ 

Hides » number. . , 

Wool pounds. . 

Tobacco . c do. . . . , 

Timothy seed barrels. . 

Steam engines number. . 

Sugar barrels. . 

Salt do 



Reapers number. 

Potatoes bushels. 

Oil barrels. 

Merchandise tons. 

High wines barrels . 

Leather pounds. 



Lead 


do 


Iron 


do 


Furs 


do 


Buffalo robes ... 


do 



Cattle number. 

Sundries unenumerated 



71,723 

436,808 

3,221,317 

8,537 

767,089 

694,783 

52,865 

20,522 

1,084,377 

2,976,747 

899,504 

650,955 

31,617 

1,086,944 

482,758 

1,670 

15 

709 

3,581 

552 

2,000 

78 

2,491 

1,878 

33,875 

1,375,872 

144,380 

564,500 

7,215 

448 



#215,169 

262,084 

1,159,674 

4,268 

15,218 

41,687 

370,055 

287,308 

65,062 

238,140 

81,960 

32,548 

88,527 

326,083 

48,275 

11,690 

75,000 

14,180 

6,371 

55,200 

500 

1,872 

1,245,500 

18,780 

16,937 

68,793 

14,438 

564,500 

3,657 

13,440 



5,395,471 



IMPORTS. 



Articles. 



Quantity. 



Value. 



Merchandise 

Barley 

Flour 

Wheat 

Lumber 

Shingles 

Lath , 

Timber 

Sugar 

Molassas 

Salt 

Castings, car wheels and axles. 

Stoves 

Wood 

Wagons 

Nails and spikes 

Locomotives 

Leather 

Iron 

Fruit 

Fish 

Coffee 

Coal 

Simdries unenumerated 



tons. 

bushels. 

, barrels . 

bushels. 

. . .thousand feet. 

thousand. 

.thousand pieces. 

cubic feet. 

pounds. 

gallons. 

barrels. 

pounds. 

number. 

cords. 

number. 

pounds. 

number. 

pounds. 

tons. 

barrels. 

do... 



•tons. 



37,368 

12,331 

6,630 

26,084 

125,056 

60,3.38 

27,583 

410,679 

,139,800 

81,156 

128,541 

347,500 

9,742 

5,924 

198 

44,034 

4 

41,567 

10,286 

9,836 

5,257 

11,316 

30,000 



#21, 081, 300 

6,165 

19,890 

15,650 

1,250,560 

150,845 

275,830 

21,500 

282,582 

32,462 

192,811 

17,000 

97,420 

11,848 

9,900 

2,642 

40,000 

20,783 

411,440 

14,754 

27,036 

135,792 

150,000 

142,190 

24,410,400 



180 



THE LAKES 



Heretofore the various districts of collection have been presented 
separately, with such statistics as were attainable and deemed neces- 
sary, in regard to their respective trade, tonnage, local resources, ave- 
nues and outlets for external communication, and for the facilities of 
exporting and importing produce, merchandise, &c. 

In many cases, however, the estabhshment of the districts being 
arbitrary, to suit the conveniences of the custom-house, and founded 
neither on geographical position, nor territorial limits of States — so that 
at one time characteristics the most different are presented in one and 
the same district, and at another many adjacent districts possess iden- 
tically the same qualities and facilities — it has been judged best, with 
a view to presenting a general and comprehensible synopsis of the va- 
rious regions, with their several interests, trades, improvements, and 
requirements of farther improvement, to give a cursor}^ sketch of this 
most interesting region, lake by lake; and thereafter to collect the 
whole lake country, with its interests, and influence on the cities of the 
Atlantic coast, and on the increase, wealth, and well-being. of the con- 
federacy at large, into one brief summary. 

Commencing, therefore, from the easternmost terminus of the lake 
country proper, and proceeding in due order westward, the first to be 
mentioned is 

LAKE CHAMPLAINo 

This lake lies between the States of Vermont and New York, on the 
east and west, and for a small distance, at the northern end, within the 
British province of Canada East. It is about 110 miles in length from 
north to south, and varies in w^idth from half a mile to 14 miles, with 
a depth of water varying from 54 to 282 feet. Its principal feeders 
are the outlet of Lake George, at Ticonderoga, the rivers Saranac, 
Chazy, Au Sable, Missisquoi, Winooski, and Wood and other creeks. 
Its outlet is by the Sorel, Richelieu, or St. John's river, into the St. 
Lawrence, some 45 miles below Montreal. 

The New York and Vermont shores of this lake are of a character 
the most opposite imaginable, that to the eastward being for the most 
part highly cultivated, fertile, and well settled, with grazing and dairy 
farms, liarnishing supplies for a thriving business in produce; while the 
counties of New York to the westward, wild, rocky, barren, and rising 
into vast mountains intersected by lakes, wath litttle or no bottom lands 
and intervales, sends down lumber and iron in vast quantities ; above 
ten thousand tons of iron ore, nine thousand of bloom and bar, and 
nearly three thousand of pig-iron, having passed down the lake and 
entered the Champlain canal in 1851. 

There is, moreover, a large lumber trade, partially from Canada, 
passing down this lake and canal, to the amount last year of 116 
milhons of feet. 

The whole value of the commerce of Lake Champlain was, for 1846, 
about eleven millions; for 1847, seventeen; and for 1851, above 



COLONIAL AND LAKE TRADE. 181 

twenty-six millions of dollars. Its licensed tonnage for the same year 
was 8,130. The avenues and outlets of this lake trade are the Chambly 
canal, and Sorel river improvements, to the St. Lawrence river, afford- 
ing a free navigation up or down the lakes from the Sault Ste. Marie 
to the Gulf of St. Lawrence; and the Champlain canal, uniting at 
Waterford with the Erie canal and Hudson river, and thence giving 
access to the port of New York and the Atlantic ocean ; the Ogdens- 
burg railroad, from a fine port on the St. Lawrence, crossing the upper 
end W the lake, to Burlington, where it makes a junction with the 
Rutland and Vermont Central railroads, and so proceeds to Boston and 
the eastern harbors of the Atlantic; and the Whitehall railroad by 
Ballston to Troy, whence it has communication, via the Harlem and 
Hudson River railroads, with the city of New York — vast facilities for 
transportation, to which may be added all the advantages for vessels 
ascending the lakes, and coasting, possessed individually by each of 
the regions lying above it, on the St. Lawrence basin. 

LAKE ONTARIO. 

This lake is 180 miles in length by 40 miles in average width ; its 
mean depth is 500 feet, its height above the sea 232, and its area 6,300 
square miles; its principal affluent is the outlet of the superfluous 
waters of all the great upper lakes, by the Niagara Falls and river. 

Its only tributaries of any consequence are, from the Canadian side 
the Trent and Credit, and from the State of New York the Black river, 
the Oswego, and the Genesee. Its natural outlet is by the channel of 
the St. Lawrence, through the thousand isles, and down a steep de- 
scent, broken by many rapids and chutes, to Montreal; and thence 
without further difficulty to the ocean. 

The shores of this lake on both sides, but more especially on the 
southern or New York coast, combine perhaps the most populous, 
thickly-settled, and productive agricultural regions of the United States, 
interspersed at every few miles of length by fine and flourishing towns, 
and beautiful villages, resting upon a wheat country — that of Genesee — 
inferior to few in the world for the productiveness of its soil, and the 
quality of its grain, and a fruit or orchard country not easily surpassed. 
It has also, bordering on its southern shore, the most valuable and 
largely exploited salt district of the United States; while all the regions 
adjoining it possess rare advantages in their admirable system of in- 
ternal communication, and especially in the Erie canal, running nearly 
parallel to the lake, through their whole length for a distance of three 
hundred and sixty-three miles from Buffalo, on Lake Erie, to Albany, 
on the Hudson river. The abundant water-power afforded by the 
rivers falling into this side of the lake is turned to much profit for the 
flouring both of domestic and imported grain, for transhipment by canal 
for New York and the Atlantic harbors. 

The avenues and outlets of the lake are as follows : 

It is united with Lake Erie by the Welland canal, round the Falls 
of Niagara, capable of admitting vessels of twenty-six feet beam, one 
hundred and thirty feet over all, and nine feet draught — the heaviest 
that can be carried across the flats of Lakes St. Clair above, and St. 



182 Andrews' report on 

Peters below — and equal to the stowage of three thousand barrels under 
deck. 

With the Gulf of St. Lawrence it has communication by the La- 
chine, Beauharnois, Cornwall, and Williamsburg canals, of superior 
capacity even to those on the Welland, constructed to admit the large 
lake steamboats plying between Montreal, Kingston, and Ogdensburg. 
Besides these, it has the Oswego canal, falling into the Erie canal at 
Syracuse ; and the Ogdensburg and the Oswego and Syracuse railways, 
uniting with the Albany and Buffalo, Great Western, Hudson river, 
and Vermont system of railways, having ramifications through all the 
New England States, and opening up to it free access to all the more 
important harbors on the Atlantic. 

In addition to these direct outlets, it of course incidentally possesses 
all those opening from Lake Champlain. 

The value of the commerce of this lake for 1851 amounted to about 
thirty millions, and its licensed tonnage to thirty-eight thousand tons. 
The first steamer was launched on this lake in 1816. 

LAKE ERIE. 

This lake, which hes between 41^ 22' and 42^ 52' N. latitude, and 
78^ 55' and 83^ 23' W. longitude, is elliptical in shape ; about 265 miles 
in length, 50 average breadth, 120 feet mean depth, and 565 feet above 
tide-water; 322 above the level of Lake Ontario, 52 below that of 
Lakes Huron and Michigan ; being the shallowest, and, of consequence, 
most easily frozen, of all the great lakes. 

Lake Erie is singularly well situated with regard to the soil, char- 
acter, and commercial advantages of the countries circumjacent to 
its waters ; having at its eastern and southeastern extremity the 
fertile and populous plains of western New York ; west of this, on the 
southern shore, a portion of Pennsylvania, and thence to the river 
Maumee, at the western extremity of the lake, the whole coast — pro- 
ductive almost beyond comparison— -of Ohio, containing the beautiful 
and wealthy cities of Cleveland, Sandusky, and Toledo. On the west 
it is bounded by a portion of the State of Michigan, and on the north 
by the southern shore of the rich and highly cultivated peninsula of 
Canada West — undoubtedly the wealthiest and best farmed district of 
the Canadian province, and settled by an energetic, industrious, and 
intelligent population, mostly of North of England extraction and habit, 
and differing as widely as can be conceived from the French and Irish 
agriculturists of the lower colony. 

The whole of the country around Lake Erie is, to speak in general 
terms, level, or very slightly rolling, with a deep, rich, alluvial soil, 
covered in its natural state with superb forests of oak, maple, hickory, 
black walnut, and in certain regions pine, and producing under culti- 
vation magnificent crops of wheat, corn, barley, and oats, besides feed- 
ing annually vast multitudes of swine and beef-cattle for the eastern, 
provincial, and transatlantic marts. No equal amount of land, perhaps, 
on the face of the globe, contains fewer sterile or marshy tracts, or more 
soil capable of high cultivation and great productiveness, than this 
region — as is already evidenced by its large agricultural exports ; and 



COLONIAL AND LAKE TRADE. 183 

when it is considered that the portions under cultivation are as yet 
comparatively a small part of the whole, while none has probably been 
yet brought to the utmost limit of profitable culture, what it may one 
day become, is as yet wholly incalculable. 

This lake has few islands, and these principally toward the western 
end; but on the northern shores it has three considerable promonto- 
ries — Long Point, Landguard Point, and Point au Pele — which do 
not, however, afford much shelter to shipping. 

The tributaries of this lake are : From Canada the Grand river, a 
stream of considerable volume, with fine water-power, having at its 
mouth the harbor of Port Maitland, probably the best on the whole 
lake, and the only one worthy of note on the Canada side. From New 
York it receives the Cattaraugus creek, and the Buffalo creek, at the 
outlet of which is the flourishing city and fine harbor of Buffalo. From 
Ohio it is increased by the waters of the Maumee, Portage, Sandusky, 
Vermillion, Black, Cuyahoga, Grand, Ashtabula, and Conneaut rivers, 
and by those of the Elk and some other small streams from Pennsyl- 
vania. Infinitely its largest and most important affluent is, however, 
the wide and deep river of Detroit, which, flowing down — with a rapid 
stream and mighty volume of water — a descent of 52 feet in some 60 
miles, pours into it the accumulated surplus of the three mighty lakes 
above it, and all their tributary waters. 

Its natural outlet is the Niagara river, which, with an average width 
of three quarters of a mile and a depth of forty feet, descends, in about 
35 miles, 322 feet over the foaming rapids and incomparable cataract 
of Niagara, which of course prevents the possibility of navigation or 
flotation down the stream, though it is crossed at several points by fer- 
ries of various kinds. 

Lake Erie, however, is connected with Ontario by the Welland 
canal, a noble work on the Canadian side, having a descent of 334 feet 
effected by means of 37 locks, and passable from lake to lake by ves- 
sels of 134 feet over all, 26 feet beam, and 9 feet draught, stowing 
3,000 barrels under deck. 

By means of this fine improvement, it has free egress to Lake On- 
tario, and thence to the St. Lawrence ; and by the various improve- 
ments of that river, and communications from Ontario and Champlain, 
to many points, as heretofore enumerated, on the Atlantic seaboard. 

The artificial outlets of this lake are very numerous, and no less im- 
portant ; many of them already of considerable age, and reflecting 
much credit on the early energy and enterprise of the State of New 
York, by which they were principally constructed, in order to secure a 
precedence in the trade of the great West. 

These are, the Welland canal, as described ; the Erie canal, 
connecting the waters of Lake Erie with the Hudson river, and thus 
by direct navigation with the Atlantic ; the Erie and Beaver canal, 
from Erie, Pennsylvania, to Beaver, on the Ohio, affording access to 
Pittsburg and Cincinnatti ; the Ohio canal, connecting it with the Ohio 
river at Portsmouth, one hundred miles above Cincinnatti, and again (by 
a branch to Beaver) with the same river about forty miles below Pitts- 
burg; the Erie and Miami canal, from Toledo to Cincinnati; and the 
Wabash canal, connecting the Miami and Erie with the Ohio at Evans- 



184 Andrews' report on 

ville, in Indiana; and with the Wabash river navigation at Lafayettey 
in the same State. 

For land steam transportation it has the New York Central railway 
to Albany, where it communicates with the Great Western, Hudson 
river, Harlem, Housatonic, and all the eastern railroads ; the Buffalo 
and Corning and New York railroad, connecting at Hornelsville and 
Corning with the Erie railroad, direct from Dunkirk to New York city, 
and the projected Buffalo and Brantford railway to Brantford, Canada 
West. It has, again, through the State of Ohio, the Cleveland and Co- 
lumbus railway, the Columbus and Xenia railway, and the Little Mi- 
ami railway, to Cincinnati ; the Sandusky and Mansfield railway, con- 
necting with the Cleveland and Columbus road at Shelby ; the Madison 
and Lake Erie railroad, from Sandusky city to Springfield, and thence 
by the Little Miami railroad, in one connexion, and by the Grea^ Mi- 
ami railroad (the Cincinnati, Hamilton and Dayton road) in another, to 
Cincinnati ; and the Lake Shore railway, destined to be Ccir.'ied to To- 
ledo, where it will connect with the Michigan Southern i ailroad to the 
head of Lake Michigan and to Detroit, whence it will have access to 
New Buffalo and Chicago, and ultimately to Galena and the Missis- 
sippi, and Fond du Lac, Winnebago, and Green Bay, oti Lake Mich- 
igan. 

The estimated value of the commerce of Lake Erie is $209,712,520. 
But it is difficult to define accurately between the lakes, so closely is 
their trade intermingled. 

The licensed tonnage of the lake is 138,85-2 tons, of which a large 
and increasing proportion is steam. 

LAKE ST. CLAIE. 

This small lake, which forms the connecting link, by means of the St. 
Clair and Detroit rivers, between Lakes Huron, Michigan, and Erie, is 
but an inconsiderable sheet of water if compared with the vast inland 
seas above and bek)W it, not exceeding twenty miles in length by thirty 
in width. It has an average depth of twenty feet of water, although its 
mud flats between Algonac and the embouchure of the Thames river 
are extremely shoal, covered with luxuriant crops of wild rice, and 
navigable only by a shallow and tortuous channel, never capable of ad- 
mitting above nine, and in dry seasons not more than seven or eight feet 
burden. It receives from the Canadian shore the Thames river, witli 
some smaller streams, the principal of which is the Chenail Ecarte; and 
from Michigan the river Clinton, at the mouth of which is Mt. Clements, 
which with Algonac, at the outlet of the St. Clair, its principal affluent, 
are the only shipping places on its waters. 

At the upper end, Lake St. Clair is filled with many large, low islands, 
some of them bearing such trees as love the v^aters ; these being capable 
of some degree of cultivation, and others mere flats, covered with wild 
meadows, affording rank grass as their sole production. From the prin- 
cipal channel, looking toward the Canadian coast, the whole expanse of 
the lake, for many miles' distance, resembles a vast morass of the waving 
wild rice, intersected by small winding bayous ; close to the Canadian 



COLONIAL AND LAKE TRADE. 185 

shore, however, there is another pass from the mouth of the Thames 
lakeward. 

This lake has little commerce proper to itself beyond the sale of 
wood, fruit, vegetables, and supplies for passing steamers and sailing 
craft, although some ship building is done on its waters, and the largest 
steamboat running on the lakes launched upon them. 

No separate returns of the small shipping places in the district of De- 
troit having been made since 1847, it is impossible even to approximate 
the trade of Lake St. Clair ; but when it is considered that the whole 
business of the upper lakes, including the prosperous towns and im- 
measurably wealthy back countries on both sides of Lake Michigan, 
and all the mineral regions of Lakes Huron and Superior, pass through 
this outlet, it cannot but appear at a glance how vitally necessary is the 
action of Congress for the removal of the obstructions in Lake St. Clair 
and Lake St. George, and the construction of a ship canal around the 
Sault Ste. Marie ; nor can it fail to strike every one who compares the 
apathy of the American government, in opening the navigation of the 
upper lakes and the St. Lawrence, with the energy and earnestness dis- 
played by the British and Provincial authorities in conquering the far 
superior obstacles presented to navigation on its lower waters, and in 
perfecting a free ingress and egress from the ports of Lakes Huron and 
Michigan to the tide- waters of the Atlantic ocean. 

The commerce of all the lakes to the northward and westward of 
Lake Erie has an estimated value of above sixty millions of dollars, 
with a licensed tonnage of nearly thirty thousand tons of steam and 
sail — a wonderful amount, when the brief period of the existence of this 
trade, and of the States themselves which furnish it, is taken into con- 
sideration. 

LAKE HURON. 

This superb sheet of water lies between Lake Superior on the north- 
west. Lade Michigan on the southwest and west, and Lakes Erie and 
Ontario on the south and southeast. It is two hundred and sixty miles 
in length, and one hundred and sixty in breadth in its widest part, in- 
clusive of the Georgian bay, a vast expanse — almost a separate lake — 
divided from it by the nearly continuous chain of promontory and 
islands formed by the great peninsula of Cabot's Head, the Manitoulin, 
Cockburn, and Drummond groups, up to Point de Tour, the eastern- 
most cape of northern Michigan. It is said to contain thirty -two thou- 
sand islands, principally along the northern shore and at the north- 
western end, varying in size from mere rocky reefs and pinnacles to 
large and cultivable isles. The surface of Lake Huron is elevated five 
hundred and ninety-six feet above the surface of the Atlantic, and de- 
pressed forty-five below that of Lake Superior, and four below that of 
Michigan. Its greatest depth is one thousand feet, near the west shore. 
Its mean depth is nine hundred feet. 

It is bounded on the north and east by the Canadian shore, which, 
above Goderich, is bold and rocky, carrying a great depth of water to 
the base of the iron-bound coast, with an interior country which may 
be generally described as a desolate and barren wilderness. 



186 



REPORT ON 



At the southern extremity of the Great Georgian bay, whence there 
is a portage via Lake Sincoe to Toronto, not exceeding a hundred 
miles in length — the future line of a projected railway — is the small 
naval and military station of Penetanguishine, with some unimportant 
Canadian settlements on the river Wye, Nottawasauga bay, Owen's 
sound, &c., and on the islands westward of it some considerable reserves 
of Chippewa and Pottawatomie Indians. Far up the northern shore 
are the Bruce mines, under the Lacloche mountains, and opposite to 
them the settlement on the fertile and partially cultivated island of St. 
Joseph. These are all the signs of cultivation or improvement on the 
British side, below the river St. Mary's, on which there is a long, 
straggling village, with a fort or station of the Hudson Bay Company, 
over against the American village at the Sault. On the west it has the 
eastern coast of Michigan, with the deep indentation of Saginaw bay, 
as yet thinly settled and only cultivated to a limited degree, though the 
lands of the interior are of unsurpassed excellence and fertility as a 
grain country, and at the present time extremely valuable for their fine 
lumber. 

Lake Huron is ill-provided with natural harbors, having none on the 
eastern shore, except that afforded by the entrance of a small river at 
Goderich, between the St. Clair river and Cape Hurd, on Cabot's Head. 
The western shore has — though somewhat better provided — only two 
or three sat'e places of shelter in heavy weather, the principal and best 
of which are Thunder bay and Saginaw bay, the latter of which con- 
tains several secure and commodious havens. This lake has no out- 
lets of any kind for its commerce, except the natural channel of its 
waters, by the river, and across the flats of St. Clair to the eastward — 
no canal or railroad as yet opening on its shores ; though it will cer- 
tainly not be many years — perhaps not many months — before the great 
Western railroad through Canada will open to it, via Penetanguishine, 
Hamilton, and the Niagara Falls and Buffalo railways, a direct and 
very short communication with the Atlantic seaboard — making a saving 
of above six hundred miles of distance from the Sault Ste. Marie. By 
the straits of Mackinaw it has an outlet to the southward, into Lake 
Michigan, and enjoys through it communication, via Green bay and Lake 
Winnebago, the Fox and Wisconsin rivers, with the Mississippi and the 
Gulf of Mexico. 

LAKE MICHIGAN. 

This, which is second of the great lakes in size — inferior only to 
Lake Superior — is, in situation, soil, and climate, in many respects, 
preferable to them all. Its southern extremity running southward, into 
fertile agricultural regions, nearly two degrees to the south of Albany, 
and the whole of its great southern peninsula being embosomed in fresh 
waters, its climate to the southward is mild and equable, as its soil is 
rich and productive. It lies between 41° 58' and 46^ north latitude, 
and 84o 40' and 87o 8' west longitude ; is 360 miles in length, and 60 
in average breadth ; contains 16,981 square miles, and has a mean 
depth of 900 feet. On its western shore it has the great indentation of 
Green bay, itself equal to the largest European lakes, being a hundred 



COLONIAL AND LAKE TRADE. 187 

miles in length, by thirty in breadth, well sheltered at its mouth, by 
the Traverse islands, and having for its principal affluent the outlet of 
Lake Winnebago and the Fox river. 

The other principal tributaries of Lake Michigan are the Manistee, 
Maskegon, Grand, Kalamazoo, and St. Joseph rivers, from the southern 
peninsula of Michigan ; the Des Plaines, O'Plaines, and Chicago rivers 
from Indiana and Illinois ; and from the northern peninsula of Michigan, 
the Menomonie, Escanaba, Noquet, White-fish, and Manistee rivers. 

The lake is bounded to the eastward by the rich and fertile lands of 
the southern peninsula of Michigan — sending out vast supplies of all 
the cereal grains — wheat and maize especially — equal if not superior 
in quality to any raised in the United States ; on the south and south- 
west by Indiana and Illinois — supplying corn and beef of the finest 
quality, in superabundance, for exportation ; on the west by the pro- 
ductive grain and grazing lands and lumbering districts of Wisconsin ; 
and on the northwest and north by the invaluable and not yet half- 
explored minerai districts of northern Michigan. 

The natural outlet of its commerce, as of its waters, is by the straits 
of Mackinac into Lake Huron, and thence by the St. Clair river down 
the St. Lawrence, or any of internal improvements of the lower lakes, 
and the States hereinbefore described. 

Of internal communications it already possesses many, both by canal 
and railroad, equal to those of almost any of the older States, in length 
and availability, and inferior to none in importance. 

First, it has the Green bay, Lake Winnebago, and Fox river im- 
provement, connecting it with the Wisconsin river, by which it has 
access to the Mississippi river, and thereby enjoys the commerce of its 
upper valleys, and its rich lower lands and prosperous southern cities ; 
and second, the IlUnois and Michigan canal, rendering the great corn 
valley of the IlHnois tributary to its commerce. By railways, again, 
perfected or projected, it has, or will shortly have, connexion with the 
Mississippi, in its upper waters and lead regions, via the Milwaukie and 
Mississippi and the Chicago and Galena lines. To the eastward, by 
the Michigan Central and Southern railroads, it communicates with the 
Lake Shore road, and thence with all the eastern lines from Buffalo to 
Boston ; and to the southward it will speedily be united, by the great 
system of projected railroads through Illinois and Indiana, to the Mis- 
sissippi and Ohio river. 

It is impossible not to be convinced, on surveying the magnificent 
system of internal improvements so energetically carried out by these 
still young, and, as it were, embryo States, that if they were, in a 
degree, anticipatory of their immediate means and resources, they were 
not really in advance of the requirements of the age and country. 
This is sufficiently proved by their triumphant success, and by the high 
position of population, civihzation, agricultural and commercial rank 
to which they and they alone have raised, as if by magic, the so lately 
unexplored and untrodden wildernesses of the west. 

By the strong, deep, and rapid river of St. Mary's, wdth its broad 
and foaming Sault, Lakes Michigan and Huron are connected with what 
may be called the headmost of the great lakes, though itself the recipi- 
ent of the waters of a line of lakes extending hundreds of miles farther 



188 Andrews' report on 

to the northwestward, though unnavigable except to the canoes of the 
savage. 

LAKE SUPERIOR. 

Lake Superior is bounded on the south by the northern peninsula of 
Michigan and part of Wisconsin, on the west and northwest by a por- 
tion of the Minnesota Territory, and on the north and northeast by the 
British possessions. The lands immediately adjoining it are, for the 
most part, sterile, barren, and rugged beyond description, consisting, for 
the most part, on the southern shore, ot detrital, and on the northern, of 
igneous rocks, covered with a sparse and stunted growth of pines and 
other evergreens, mixed with the feeble northern vegetation of birch, 
aspen, and other deciduous trees of those regions. Little of the shores, 
it is believed, are susceptible of cultivation ; and it is likely, when 
these wild districts become — as they one day will, beyond doubt — the 
seat of a large laborious population, that its inhabitants will depend 
mainly for their supplies of food and necessaries, as of luxuries, on the 
more genial regions to the south and eastward. The tributary rivers 
of this lake are numerous, and, bringing down a large volume of water, 
afford superabundant water-power for manufactories the most extensive 
in the world, though, from their precipitous descent and numerous 
falls and chutes, they can never be rendered navigable for more 
than a few miles above their mouths except for canoes ; and even for 
these, owing to the number and difficulty of the portages, the ascent is 
laborious in the extreme. 

That these regions will, at no very distant future period, be largely, 
if never densely, peopled, may be held certain, since, from the east to 
the west the whole southern shore abounds with copper — not, as it is 
generally found, in ore yielding a few per cent., but in vast veins of 
almost virgin metal, the extent of which is yet unexplored, as it is 
probably unsuspected and incalculable. So long ago as when the 
French Jesuits discovered these remote and desolate regions, early in 
the seventeenth century, these mines were known and worked by the 
Indians, who, at that time, possessed implements and ornaments of 
copper. They concealed, however, the situation of these mines with a 
superstitious mystery ; and as instruments and weapons of iron and 
steel were introduced among them by the white man, the use of copper 
fell into abeyance, and the existence of the mines themselves was lost 
in oblivion. 

Within a few years there have been rediscovered several mines — 
some of which, and those by no means the least productive, have been 
discovered within a year or two of this date — which are now in the 
full current of successful exploitation. Many more are doubtless yet 
to be discovered, as the whole region is evidently one vast bed of sub- 
terraneous treasure. The isles Royale and Michipicoton are also, 
beyond question, full of copper, as are portions of the British coast to 
the northward, where two or three mining stations have been already 
established, with more or less prospects of success. The grounds of 
these prospects, and the character of the country and its mineral depos- 
ites, are very ably and graphically described in the interesting memoir, 
by Dr. Jackson, on the geology, mineralogy, and topography of Lake 



^ COLONIAL AND LAKE TRADE. 189 

Superior, which is appended to this report, and which, it is beheved, 
contains most correct and valuable information. 

As yet, beyond the mining stations and the village at the Sault, Lake 
Superior has no towns or places of business except the points for 
shipping tne mineral products of her soil, and receiving the supplies 
necessary to the subsistence of the men and animals employed in the 
exploitation of her treasures. Nor beyond this has she any trade, un- 
less it be the exportation of her white-fish and lake trout, which are 
unequalled by any fish in the world for excellence of flavor and nu- 
tritious qualities. 

The only inlet for merchandise, or outlet for the produce of this vast 
lake, and the wide regions dependent on it, is the portage around the 
Sault, across which every article has to be transported at prodigious 
labor and expense ; whereas, by a litlle less exclusive devotion to 
what are deemed their own immediate interest, on the part of the 
individual States of the Union, and a little more activity and enter- 
prise on that of the general government, an easy channel might be 
constructed at an expense so trivial as to be merely nominal, the results 
of which would be advantages wholly incalculable to the commerce of 
all the several States, to the general . wealth and well-being of the 
nation, and to the almost immediate remuneration of the outlay to the 
general government by the increased price of, and demand for, the 
public lands in those regions. 



Geology^ Mineralogy, and Topogra,'phy of the lands around LaJce Superior^ 
by Charles T. Jackson, M. D., late United States Geologist and Chem- 
ist, Assay er to the State of Massachusetts, and late Geologist to the States 
of Maine, New Hampshire, Rhode Island, and for the public lands of 
Massachusetts. 

Lake Superior is the largest sheet of fresh water on the face of the 
globe, and is the most remarkable of the great American lakes, not only 
firom its magnitude, but also from the picturesque scenery of its borders, 
and the interest and value attaching to its geological features. As a 
mining region it is one of the most important in this country, and is rich 
in veins of metallic copper and silver, as well as in the ores of those 
metals. At the present moment it may be regarded as the most valua- 
ble mining district in North America, with the exception only of the gold 
deposites of California. 

This great lake is comprised between the 46th and 49th degrees of 
north latitude, and the 84th and 92d degrees of longitude, west of 
Greenwich. Its greatest length is 400 miles; its width in the middle is 
160 miles, and its mean depth has been estimated at 900 feet. Its sur- 
face is about 600 feet above the level of the Atlantic ocean, and its bot- 
tom is 300 feet below the level of the sea. The ancient French Jesuit 
Fathers, who first explored and described this great lake, and published 
an account of it in Paris in 1636, describe the form of its shores as 
similar to that of a bended bow, the northern shore being the arc, and 
the southern the cord, while Keweenaw Point, projecting from the 



190 ANDREWS* REPORT ON 

southern shore to the middle of the lake, is the arrow. This graphic 
description is illustrated by a map, prepared by them, which displays 
the geographical position of the shores of this great lake with as much 
fidelity as most of the common maps of our own day, and proves that 
those early explorers were perfectly familiar with its shores, and knew 
how to make geographical surveys with considerable exactness. Refer- 
ence to a former report to the government of the United States by my- 
self, (31st Congress, 1st session, Ex. Doc. No. 5, part 3d, Washington, 
1849,) fully demonstrates how much was known to the early French 
explorers of the geography and mineral resources of Lake Superior 
and the regions circumadjacent ; and that report will be found, notwith- 
standing some omissions and interpolations, for which I do not hold 
myself responsible, to contain much that will tend to throw light on the 
mineral resources of the public lands lying along the southern shores of 
the lake. 

The coast of Lake Superior is formed of rocks of various kinds and 
of different geological groups. The whole coast of the lake is rock- 
bound, and in some places mountain masses of considerable elevation 
rear themselves from the immediate shore, while mural precipices and 
beetling crags oppose themselves to the surges of this mighty lake, and 
threaten the unfortunate mariner, who may be caught in a storm upon 
a lee shore, with almost inevitable destruction. Small coves, or boat 
harbors, are abundantly afforded by the myriads of indentations upon 
the rocky coast; and there are a few good snug harbors for vessels of 
moderate capacity, such as steamboats, schooners, and the like. Isle 
Royale, though rarely visited by the passing vessels, affords the best 
harbors. Keweenaw Point has two bays in v/hich vessels find shelter, 
viz., Copper harbor and Eagle harbor. Adequate protection may be 
found from the surf under the lee of the Apostle islands, at LaPointe; 
and there is tolerable anchorage at the Sault de Ste. Marie, the port of 
embarcation upon St. Mary's river, at the outlet of the lake. 

There are but few islands in Lake Superior ; and in this respect it 
differs most remarkably from Lake Huron, which is thickly dotted with 
isles and islets, especially on its northern shore. 

Owing to the lofty crags which surround Lake Superior, the winds 
sweeping over the lake impinge upon its surface so abruptly as to raise 
a peculiarly deep and combing sea, which is extremely dangerous to 
boats and small craft. It is not safe, on this account, to venture far 
out into the lake in batteaux ; and hence voyageurs generally hug the 
shore, in order to be able to take land in case of sudden storms. During 
the months of June, July, and August, the navigation of the lake is 
ordinarily safe ; but after the middle of September great caution is re- 
quired in navigating its waters, and boatmen of experience never ven- 
ture far from land, or attempt long traverses across bays. Their boats 
are always drawn far up on the land at every camping-place for the 
night, lest they should be staved to pieces by the surf, which is liable 
at any moment to rise and beat with great fury upon the beaches. 

The northern or Canadian shore of the lake is most precipitous, and 
consequently most dangerous to the navigator. On the south shore, 
again, the sandstone cliffs, which rise in mural or overhanging preci- 
pices directly from the water's edge for many miles, afford no landing- 



COLONIAL AND LAKE TRADE. 191 

places. This is the case especially along the cliffs at the Pictured 
Rocks, and on the coast of Keweenaw bay, called VAnse by the French 
voyageurs. 

On the coast of Isle Royale there are beautiful boat harbors scattered 
along its whole extent on both sides of the island ; and at its easterly 
extremity the long spits of rocks, which project like fingers far into the 
lake, afford abundant shelter for boats or small vessels, while at the 
western end of the island there is a large and well-sheltered bay, called 
Washington harbor. 

Near Siskawit bay the navigator must beware of the gently-shelving 
red sandstone strata which run for many miles out into the lake, with a 
few feet only of water covering them. Rock harbor, on the south side 
of the island, is a large and perfectly safe harbor for any vessels, and 
has good holding ground for anchorage, with a very bold shore ; wliile 
the numerous islands, which stand like so many castles at its entrance, 
protect it from the heavy surges of the lake. The whole aspect of this 
bay is not unlike that of the bay of Naples, though there is no modern 
volcano in the back ground to complete the scene. 

None of the American lakes can compare with Lake Superior in 
healthfulness of climate during the summer months, and there is no 
place so well calculated to restore the health of an invalid who has 
suffered from the depressing miasms of the fever-breeding soil of the 
southwestern States. In winter the climate is severe, and at the Sault 
Ste. Marie mercury not unfrequently freezes ; but on Keweenaw Point, 
where the waters of the lake temper the chillness of the air, the cold 
is not excessive, and those who have resided there during the winter 
say that the cold is not more difficult of endurance than in the New 
England States. Heavy snows fall in mid-winter on this promontory, 
owing to its almost insular situation ; but the inhabitants are well skilled 
in the use of snow-shoes, so that the snow is not regarded as an ob- 
stacle to the pedestrian, while on the newly-made roads the sleds and 
sleighs soon beat a track, on which gay winter parties ride and frolic 
during the long winter evenings of this high northern latitude. From 
researches which I have made, it appears that the mean annual tem- 
perature at Copper Harbor, on Keweenaw Point, is 42° ; and from my 
experiments on the temperature of the lake, at different seasons of the 
year, the waters of this great lake are shown to preserve a constant tem- 
perature of about 39JO or 40^ F., which is that of water at its maxi- 
mum density. 

It is known that Lake Superior never freezes in the middle, nor any- 
where except near its shores, from which the ice very rarely extends to 
more than ten or fifteen miles distance. Occasionally, in severe win- 
ters, the ice does extend from the Canada shore to Isle Royale, which 
is from fifteen to twenty miles distant ; so that the caribou and moose 
cross over on it to the island, whither the Indian hunters sometimes 
follow them over the same treacherous bridge, liable, although it is, to 
be suddenly broken into fragments by the surges of the lake. 

By the action of drifting ice, not only have boulders of rocks and of 
native copper been transported far from their native beds, and depos- 
ited upon the shore at distant places, but even animals, such as squir- 
rels, rabbits, deer, moose, caribou, and bears, have thus navigated 



192 Andrews' report on 

the waters of Lake Superior, and been landed on islands to which 
they could not otherwise have gained access. The mouth of every 
river on the lake shore reveals, by the debris brought down by ice in 
the spring fieshets, the nature of the rocks and minerals which occur 
in its immediate banks or bed ; and thus indicates to the explorer the 
proper places where to search for ores or metals. 

The early French explorers noticed the fact of the transportation of 
masses of native copper and rock by drift ice, but they made no use of 
these facts to discover the native deposites of metals in the rocks which 
border on the rivers. It was by following the hint drawn from these 
traces that my assistant and myself were enabled, in 1844 and 1845, 
to discover and make known to the country those valuable mines, 
which have so astonished the world by their metallic contents, and 
which subsequently induced the government of the United States to 
undertake a geological survey of that teritory, with the conduct of 
which I was charged by the Hon. Robert J. Walker, late Secretary of 
the Treasury, and which I effected, so far as it was possible to do so, 
before my labors were brought to an abrupt conclusion, by circum- 
stances over which I had no control. 

To the construction of a canal around the falls of the Sault Ste. Marie, 
one of the principal obstacles will be found in the winter's ice, against 
which the locks at the entrance to the canal must be guarded, or the 
work, however strong, will be overturned and destroyed. Vessels of 
any considerable burden cannot approach the shore nearer than about 
half a mile. The canal must, therefore, be carried out into the water 
to that distance, and the form of the ice-breakers, guards, or mole, 
must be such as to allow the ice to rise over them, and not to press 
against perpendicular walls. This is to be done by giving a proper 
slope, or bevel, to the walls, so that the ice will ride up them and 
break into pieces. By this method the harbor and entrance locks may 
be sufficiently protected against the driving and expanding ice of the 
lake and St. Mary's river. 

The opening of a ship canal between Lake Superior and the lower 
lakes is one of the most important enterprises of the day^ and it is only 
to be regretted that Congress has thought it best to appropriate land 
instead of applying money directly to the execution of this great work, 
which may now be delayed for some time, to the great disadvantage of 
the country at large. So soon as the canal above mentioned shall be 
completed, the summer tour of travellers will be extended to a cruise 
around Lake Superior, and from La Pointe many will cross over to 
the Falls of St. Anthony, on the Mississippi river ; and thus explorers 
will find it easy to gain access to remote regions, now seldom visited 
by white men. The importance of this enterprise can hardly be over- 
estimated, and its consequence will be the vast facilitation and increase 
of the commerce of Lake Superior, and the incalculable enhancement 
of the value of the public lands, while a tide of immigration may be 
looked for from Norway, Sweden, and the north of Europe, as well as 
from the New England States, pouring into the northwestern wilder- 
ness, and subduing the forests, and extending fai" and wide the area of 
freedom and civilization. 

The time will doubtless come when a canal or railway will be made 



COLONIAL AND LAKE TRADE. 193 

to the Falls of St. Anthony ; and possibly we may see the trade of Hud- 
son's bay flowing into the United States, through Lake Superior and 
our other great lakes and rivers. For that great bay is but fifteen days' 
canoe voyage from Lake Superior, and the portages are few and not 
long, so that the British Hudson's Bay Fur Company carry on constant 
communication with their factories upon the bay from their posts upon 
Lake Superior ; and their agents at the British posts in Oregon travel 
from their stations on the borders of the Pacific ocean, by way of Hud- 
son's bay and Lake Superior, on their route to Great Britain. This 
northern region has unfortunately been always, hitherto, undervalued. 
It is now known to be one of the most important mineral regions in 
America ; and it should be borne in mind that there are deposites of 
native copper on Copper Mine and McKenzie's rivers, in the same kinds 
of rock that contain the stupendous lodes of this metal on Keweenaw 
Point and the Ontonagon rivers. Every means that tend to carry our 
population farther northward will tend to bring to light and to practical 
utihty the mineral treasures of those regions ; while trade in furs and 
seal-skins will be brought nearer to us by enterprising men, it matters 
not whether of the British provinces or of the United States of America. 
The time is now come when the public faith is settled on the value 
of mineral productions ; and it is understood that good working mines 
are sure to command and reward the energies of capitalists and miners, 
since it is proved that mining is liable to no greater risks of failure than 
ordinary mercantile enterprises, provided due precaution be exercised 
by the adventurers in the selection of their mines and in working them 
to advantage. 

ROCKS OF LAKE SUPERIOR LAND DISTRICT. 

On approaching the Sault Ste. Marie by the St. Mary's river the 
geologist has an opportunity of discovering the age of the sandstone 
strata, by observing that the limestones of Saint Joseph's island, and of 
the other numerous isles in that river, are locks of the Devonian group, 
and contain the characteristic fossils by which that rock is determined 
to be the equivalent of those of Eifel, as has been fully proved by Mons. 
Jules Marcou, the geologist sent to the United States by the govern- 
ment of France, to make collections for the Museum of Geology in the 
Jardiri des Flantes of Paris. These Devonian rocks, like those of Macki- 
nac, have been mistaken by two geologists who have reported upon 
this district for Siberian limestones ; by whom the geological position 
of the sandstone of the Saiilt Ste. Marie has also been mistaken, in 
their supposing that it passed beneath these Devonian rocks, when it 
in reality is above them, as it is seen to rest horizontally around Silu- 
rian limestone, near Sturgeon river, on Keweenaw Point, beneath which 
it cannot pass, considering the fact that the limestone in question has a 
dip of thirty degrees from the horizon, while the sandstone at that place 
is quite horizontal. 

It is obvious, then, that the red and gi'ay sandstones of Lake Superior 

are above Devonian rocks, and therefore cannot be older than the coal 

formation ; while from their lithlogical characters they appear to belong 

to the Permian system of Verneuil and Murchison. Above the Sault 

13 



194 ANDREWS' REPORT ON 

we see these red and gray sandstones dipping at a gentle angle into the 
lake, showing that they do in fact dip directly opposite to the direction 
that would be required to make them dip beneath the limestone on St. 
Mary's river. 

This question is one of some importance; since, if the sandstones of 
Lake Superior were, as has been erroneously alleged, of the Potsdam 
group, they would be out of all accordance with the ascertained facts 
of geological science, and M^ould break into the system of the best 
known laws of elevation of strata and of order of super-position. 
In point of fact the sandstones of Lake Superior are the exact equiva- 
lents of those of Nova Scotia, where trap-rocks of the same age as 
those on Lake Superior pass through it and produce precisely the same 
results as I have already described in my reports on the geology and 
mines of Lake Superior, bearing in the same way more or less native 
copper, with occasional particles of silver. Now, Potsdam sand- 
stone never presents any such results in any part of America ; and to 
call that of Lake Superior its equivalent, is but to lead people astray, 
and to nourish false hopes of finding copper and silver where it does 
not occur, while a great error introduced into science cannot fail to 
produce the most mischievous results. On this account, I have thought 
proper to notice an error which would not otherwise be worthy of refu- 
tation. 

Leaving the Sault and cruising along the southern shore of the lake, 
with an occasional trip inland, we come to cliffs of sandstone, and then 
to rocks called metamorphic, which extend from Chocolate to Carp 
and Dead rivers, and find slate rocks, granite rocks, sienite, hornblend 
rock, and chlorite slate. In this group of primary rocks we find moun- 
tain masses of excellent specular iron ore and magnetic iron ore mixed. 
These mountains of iron ore were originally explored under my direc- 
tions, by Mr. Joseph Stacy, of Maine, who first called public attention 
to them in 1845. They were subsequently examined by Dr. John 
Locke, and Dr. Wm. F. Channing, while serving as my assistants in 
the geological survey of this region in 1847. 

There is an immense supply of the richest kind of iron ore in these 
hills, and the Jackson Iron Company of Michigan has erected forges 
for making blooms for bar-iron — the quality of which is excellent. This 
region may be called one of the important iron-districts of Lake Supe- 
rior, and will become of great value at some future day, when there 
shall be facilities for transportation of the ore to the coal districts of 
Ohio. 

The granitic and sienite rocks occupy a considerable tract of land 
which has not 5^et been explored, and has only been run over by the 
linear surveyors, who have brought out fragments indicating the coun- 
try to the westward of the sandstone, on the coast, to be crystalline ; 
but the geological relations of the two rocks have never been ascer- 
tained, nor have their mineral contents been seen by any one. 

Following the coast to I'Anse, or Keweenaw bay, we find on the 
south side of that bay large beds of slate rocks, some of which are good 
novaculite or whetstone slate. On the northern side of the bay we find 
a long series of chffs of red sandstone perfectly horizontal, or at most 
wavy, extending all the way to Bete Gris. This sandstone, as before 



COLONIAL AND LAKE TRADE. 195 

observed at Sturgeon river, surrounds a mass of Silurian limestone 
containing shells, known as the Fentamerus ohlongus, one of which I dis- 
covered in a piece of the limestone brought to me by one of my assist- 
ants in 1848. 

At Lac la Belle and at Mt. Houghton the trap-rocks occur, and ride 
over the sandstone strata after passing between their layers ; and at 
Mt. Houghton the igneous agencj^ of this trap-rock has changed the 
fine sandstone into a kind of jasper. 

At Lac la Belle, on Bohemian mountain, we have regular veins of 
the gray sulphuret of copper, containing a certain proportion of sulphu- 
ret of silver. Mines have been opened on this hill, but have not thus 
far proved successful, since the ore requires preparation by machinery 
not yet to be procured in that region. 

Lac la Belle is a most beautiful sheet of water, bordered by moun- 
tains or steep hills, such as Mt. Houghton and Bohemian mountain, 
while on the south the horizontal plains of sandstone stretch away in 
the distance and are covered with a growth of forest trees. Leaving 
Lac la Belle, we pass down a serpentine stream which enters the great 
lake. Then following the coast, we pass beneath frowning crags and 
visit the falls of the Little Montreal stream. All this coast consists of 
trap-rocks, and of a kind of porphyry or compact red feldspar. No 
copper veins of any value occur on the coast this side of the point, 
though many companies have wasted their money in attempts to work 
calcareous spar veins that are perfectly dead lodes, or free from cop- 
per. At the extremity of the point, agates are found in amygdaloidal 
trap-rocks, and on the shore in the form of rolled pebbles. 

Doubling the cape, we soon pass Horseshoe cove and reach Copper 
harbor, the site of Fort Wilkins, and one of the first places where cop- 
per ore was noticed by the French Jesuits ; since whose time it has 
ever been known to the voyageurs on the lake under the name of the 
greeii rock. 

While constructing the fort at Copper Harbor, numerous boulders of 
black oxide of copper, a very rare ore of that metal, were discovered ; 
and before long a vein of this valuable ore was discovered in the con- 
glomerate rocks, near the pickets which enclose the parade ground. 
This was found to be a continuation of the vein called the green rock 
at Hayes's Point, and was immediately opened by the Boston and 
Pittsburg Mining Company. Unfortunately, however, the vein was 
soon cut off, as 1 had ventured to predict it would be, by a heavy stra- 
tum of fine-grained red sandstone, which is not cupriferous. There 
the vein was found to consist wholly of calcareous spar, and of earthy 
minerals of no economical value. 

The miners were then transferred to the cliff near Eagle river, where 
I had surveyed a valuable vein of native copper, mixed with silver. 
This vein has since been fully proved, and is one of the wonders of the 
world ; there being solid masses of pure copper in the vein, of more- 
than 100 tons weight each, besides masses of smaller size in other 
parts of the vein. This mine has produced about 900 tons of copper 
per annum, and is one of the most valuable copper mines in the coun- 
try. It is a regular metallic vein, in amygdaloidal trap-rock, which 
underlies the compact trap-rock that caps the hiU. The spot is one of 



196 » ANDREWS' REPORT ON 

the finest locations for mining purposes that I have seen, the vein being 
exposed in the face of a chfF 300 ieel above the level of the southwest 
branch of Eagle river. This vein, when first discovered, was far from 
disclosing its real value. A perpendicular vein of prehnite, six inches 
wide at the top of the cliff, was observed to contain a few particles of 
copper and silver, not amounting to more than two per cent, of the 
mass. About halfway down the cliff this vein of prehnite was found 
to be a foot and a half wide, and contained five and a half per cent, of 
copper and some silver. It was thought worth while to drive a level 
into the lower part of the cliff, where, according to the rate of widen- 
ing of the vein, it ought to be from two to three feet w^ide. This was 
done at my suggestion, and a magnificent lode of copper was disclosed; 
many lumps of solid copper of several hundred weight being found 
mixed with the vein-stone. On sinking a shaft at this point the solid 
metallic copper was soon found to occupy nearly the whole width of 
the chasm, and immense blocks of copper are now taken from this vein 
by the miners, who are working levels 300 or more feet below the 
mouth of the shaft. Large quantities of lumps of copper called barrel 
ore, and rock rich in smaller pieces of copper, mixed with silver, are 
now raised, this last being called stamp ore, and worked by stamping 
and washing the ore. From this stamp work about five thousand dol- 
lars' worth of pure silver is picked out by hand, and much is still left 
among the finer particles of metal and goes into the melted copper. 

Suitable cupelling furnaces will ultimately be erected for the separa- 
tion of all the silver from this rich argentiferous stamp w^ork, lead being 
the appropriate metal for its extraction by eliquation and cupellation. 

There are other valuable copper mines on Eagle river. The North 
American Company, which has one end of the cliff vein, called the 
South Cliff mine, and another on which their mining operations com- 
menced some years ago, is at present in successful operation, and will 
add much to the exports of copper from the lals;e. 

The Lake Superior Copper Company, which was the first that en- 
gaged in those mining operations that gave value to this district, opened 
its first mines on Eagle river in 1844. Under the very unfavorable 
state of things which then existed in the savage and uncivilized state of 
the country, and after two or three years' labor, they very unfortunately 
sold their mines, at the precise moment when they were upon the vein 
that now has been proved to be so very rich in copper and silver. 
The Phoenix Copper Company, formed of the remains of the Lake Su- 
perior Company, opened these mines anew; and now these give ample 
encouragement to the new adventurers, who will doubtless reap their 
reward in valuable returns for their labor and enterprise. 

A new vein a little to the eastward of the first that was opened, on 
the river's borders, is said to give promise of valuable returns. 

The Copper Falls mine, another branch of the Lake Superior Com- 
pany, is also engaged in working valuable veins of native copper and 
silver, and has sent some of their metals to market. 

The Northwest Company has a valuable mine a few miles from 
Eagle Harbor, and the metal raised therefrom is very rich and abun- 
dant, some of it being mixed with sprigs and particles of metalhc silver. 
This mine, if opened with due skill, and in as bold a manner as that of 



COLONIAL AND LAKE TRADE. 197 

the Boston and Pittsburg Company at the clifF, cannot fail to prove of 
great value. 

There is also a mine, owned by the Northwestern Company, near 
the Copper Falls mine, in the rear of Eagle Harbor, which is also rich 
in native copper, but I do not know its present condition. 

A mine was also opened at Eagle Harbor, which gave a large yield 
of copper mixed with laumonite ; but the mine was opened like a 
quarry, and was close to the waters of the lake. It was, therefore, 
soon flooded, and w^as consequently abandoned by the miners. 

There is also a mine called the Forsyth, w^hich is probably a valu- 
able one, but it was not opened at the time T made my surveys. I 
obtained fine specimens of copper and silver from this vein, and sent 
them to Washington, with the large collection I made for the United 
States government, and they are now to be seen with my collection in 
the Smithsonian Institute. 

A full and minute descriptive catalog-ue of the collection I made for 
the United States government was sent by me, as a part of my report, 
to the late Secretary of the Interior ; but it has not been printed, 
though it was the most valuable part of my report, and is absolutely 
necessary for the full understanding thereof, and for learning the 
nature, locality, and value of each specimen in the collection made 
by me. 

The rocks which contain native copper, on Keweenaw Point, are of 
that kind called amygdaloidal trap, which is a vesicular rock, formed 
by the interfusion of sandstone and trap-rock, and is the product of 
the combination of the two gaseous bubbles, or aqueous vapors, which 
have blown it into a sort of scoria at the time of its formation. It is 
in this rock that we find the copper-bearing prehnite and other vein- 
stones peculiar to the copper lodes. In Nova Scotia the same facts 
were observed by Mr. Alger and myself, only that there the copper is 
more abundant in the brecciated trap, or a trap tuff, which lies below 
the amygdaloid. Prehnite does not occur in Nova Scotia trap, but in 
its stead we find analcime, laumonite, and stilbite, as the minerals 
accompanying the native copper. 

On Isle Royale we have phenomena similar to those observed on 
Kew^eenaw Point: long belts of trap-rock, with bands of a con- 
glomerate of coarse water-worn pebbles, and strata of fine red sand- 
stone. 

The trap-rocks rest on the strata of sandstone, after passing between 
thin strata ; and at the line of contact, and for a considerable distance, 
we have an amygdaloidal structure developed. It is probable that 
the trap-rock was poured over the sandstone strata while the whole 
was submerged, and that other beds of sandstone were deposited upon 
it; so that if this was the case, we should have a succession of 
deposites ; but in some places it appears as if the trap had elevated 
the strata, and pushed itself through the sandstone by main force. 
Whatever may be the theory of this, it is certain that the strike of the 
strata and the direction of the included trap-rock are the same. On 
Keweenaw Point we have veins cutting across the general direction of 
the strata, and, of course, of the trap range, or, as the miners call it, 



198 ANDREWS' REPORT ON 

" across the country ;" while on Isle Roy ale the copper veins more fre- 
quently run parallel with the trap ranges, or " with the country.-'' 

On Isle Royale, as near the Ontonagon river, on the south shore of 
the lake, massive epidote is the most common ''vein-stone" that bears 
native copper — the metal being interspersed with it in its mass, or 
spread in thin sheets in the natural joints of the rock, with occasional 
masses or lumps of considerable magnitude. Near Rock Harbor, on 
Isle Royale, at a place called Epidote, and at another called after the 
most abundant mineral found in the veins, granular and compact 
epidote are the prevalent rocks accompanying the native copper. So, 
also, at Scovill's Point the same associations prevail in the cupriferous 
veins. 

The most important and productive mines of native copper on Isle 
Royale have been opened on the north side of the island ; but still the 
explorations have been too limited to allow of our judging of the 
value of the numerous veins upon that remarkable island. At Wash- 
ington Harbor, upon Phelps's island, several promising veins of native 
copper, associated with prehnite, occur ; but they have not been 
opened to a depth sufficient to establish their value. At Siskawit bay 
we find a large body of fine red sandstone bordering the trap-rocks, and 
shelving down into the lake at a very moderate angle. No valuable 
copper veins have been found at this place ; but the bay is one of the 
favorite stations for fishermen, who pack annually great numbers of 
sikawit, [salmo siskawit,'] the fattest and finest species of the lake trout 
family, and large lake trout, namaycush, [salmo amethystus,'] and white- 
fish, attihawmeg, [coregonus albus,] for the western market — from 
900 to 1,000 barrels of these fine fish being salted and packed for sale 
each year. 

The siskawit may be said to be peculiar to the shores of this 
island, few being caught on the shores of Keweenaw Point, and their 
migrations being extremely limited. They are caught readily by the 
hook, but are more commonly taken by means of gill-nets, which 
are set a yard or two from the bottom, in water of about 200 feet 
depth — the lower edge of the net being anchored by means of small 
stones attached to cords, while the upper edge is sustained vertically 
by means of thin laths or spindles of fight wood. These nets are set 
at night, and are drawn in the morning. 

The siskawit weighs from five to twenty pounds, while the lake 
trout often weighs as much as forty or fifty pounds. 

Of all the fish caught upon the lake the siskawit is most prized by 
the natives on account of its fatness. White-fish are, however, much 
more delicate, and are preferred to all others by the white inhabitants 
and travellers. 

The fisheries of Lake Superior are of great value to the people 
living upon the shores of the lake, and of some importance to the 
States bordering on the other and lower lakes, and the inland towns 
near their borders. To the poor Indian the bounties of the great lakes 
are of vital importance, for, without the fish, the native tribes would 
soon perish. Game has become exceedingly scarce in these thickly 
wooded regions, only a few bears, rabbits, and porcupines, and some 



COLONIAL AND LAKE TRADE. 199 

partridges, being found in the woods, and ducks in moderate numbers 
upon the waters. 

Agriculture has scarcely begun to tame the wilderness in the vicin- 
ity of the copper mines, and the only crops raised are potatoes and a 
few hardy northern esculents. Small cereal grains — such as oats, bar- 
ley and r3^e — ^will do well here as in Canada ; and Indian corn of the 
northern varieties, in places not too much exposed to the chill breezes 
of the lake, thrives and ripens. EngKsh grasses have not yet been 
cultivated, but they vdll undoubtedly thrive as well on the south shore 
of Lake Superior as in New Brunswick and Nova Scotia. The native 
grasses are abundant and good, but are limited to small natural prai- 
ries or dried-up ponds. Judging from the luxuriant growth of forest 
trees — such as the maple, yellow birch, and other trees common to 
Maine and New Brunswick — we should judge that the soil was as good 
on the shores of Lake Superior as in that State and province. 

Those w^ho have only viewed the immediate coast of the lake, es- 
pecialty that now densely covered with a tangled growth of small, 
stunted, spruce and fir trees, would be likely to undervalue the agri- 
cultural resources of that region. They should remember that the cold 
air from the lake affects the vegetation only near its shores, and that 
farther inland the temperature more resembles that of Canada and the 
northern parts of New Hampshire and New York. This is not only 
shown by the native forest trees and the flowering plants, but also, 
where clearings have been made to a sufficient extent, by the agricul- 
tural produce raised upon the soil. 

The forests also are filled with excellent timber for building pur- 
poses ; and, where the growth is of mixed trees, such as sugar-maple, 
yellow birch, and pines, the white and yellow pines are of large di- 
mensions, and furnish good lumber for savs^ing into boards, planks, and 
deals. Though there is little prospect at present of sending sawed 
boards from Lake Superior to the lower lake country, the time will 
come when this valuable timber will become of commercial import- 
ance ; and that time will arrive the sooner if the ship canal now pro- 
posed at the Sault de Sainte Marie shall be constructed within any 
reasonable time. 

The northern or British shore of Lake Superior has as 5^et been but 
little explored, either geologically or for minerals. One mine of blende, 
or sulphuret of zinc, richly mixed with spangles of native silver, and a 
vein of sulphuret of copper, have been discovered at Prince's bay, on 
the north shore, not far from Isle Roy ale. I know not what progress 
has been made in developing the ores of this mine, but at the time 
when I examined it, in 1847, it gave promise of rich returns. As a 
general thing the copper on the northern shores is mineralized by sul- 
phur, and occurs as yellow copper pyrites, or as gray or black sulphu- 
rets of copper, while the copper on the south shore and on Isle Royale 
is mostly in the metallic state, and all the valuable working-mines are 
there opened for the native metal. This is a remarkable reversion of 
the usual laws of mineral veins, and was first discovered and pointed 
out by myself, and the first mines for native copper were opened by 
my advice and in accordance with my surveys, in 1844, as before 
stated. This remarkable region has certainly surprised both geologists 



200 



ANDREWS REPORT ON 



and miners by its wonderful lodes of native copper, and by the lumps 
of pure silver which have been opened and brought to light by enter- 
prising companies and skilful miners. 

One of the most remarkable associations of metals is here observed 
in the intermixture of pure silver with pure copper, the two metals 
being perfectly united without any alloying of one with the other. 
This singular condition of these two metals has puzzled chemists and 
mineralogists ; and the solution of the problem of their mode of depo- 
sition in the veins is still undiscovered. It is obvious, from experiment, 
and from all we know of the affinities of metals for each other, that the 
native copper was not injected in a molten state into the veins. Al- 
though I have discovered the manner in which the copper veins w^ere 
probably formed, I am far from having learned that of the silver, for 
we know of no volatile salt, or combination of that metd. This sub- 
ject, which has occupied much of my time for several years, will be 
explained more fully at a future time, in a paper addressed to scientific 
men, as it does not form a suitable subject for a mere popular essay 
like the present communication ; and, as before observed, is still an 
uncompleted study. 

The rocks known to belong to the cupriferous formation of Lake 
Superior are all of igneous formation, or have been thrown up from 
the unknown interior of the globe in a molten state, and in long rents, 
having a somewhat crescentic shape, with the curve toward the north 
and west ; the radius of the arc not being far from thirty miles in 
length on Keweenaw Point. The average wddth of this belt is not 
more than five miles, while its length is not less than two hundred 
miles. The Keweenaw belt of trap runs by the Ontonagon river, nar- 
rowing to only a mile in width in some parts of its course, and then 
widening rapidly as it extends into Wisconsin. 

On the Ontonagon river it is about four miles wide ; and it is there 
highly cupriferous, several important veins, now wrought by mining 
companies, having been discovered by the miners in their employ, on 
this river and in its vicinity. The Minnesota mine has been, thus far, 
the most successful of those opened upon this part of the trap range. It 
is remarked by all the geologists and miners who have examined these 
rocks, that the copper ore lies in the amygdaloidal variety of them ; and 
that the veins of native copper are pinched out into narrow sheets in 
the harder trap-rock which overlies the amygdaloid. This fact was 
first noticed by Mr. Alger and myself in the geological survey of Nova 
Scotia, made by us in 1827 ; and the private geological surveys which 
I made on Keweenaw Point, in 1844 and 1845, proved it to be true 
also in that region ; so that it is a law now well known to the miners 
upon the Lake Superior land district. It was discovered, also, that the 
copper dies out in the veins when they cut through sandstone rocks. 
The reason for this I have discovered, and proved by experiment and 
observation, and shall farther verify when ordered to complete my 
government survey of the mineral lands of the United States in Mich- 

Much may be expected from the explorations now going on upon the 
northern shore of the lake, under the authority of the Canadian govern- 
ment, since the wisdom of that province has perceived the importance 



COLONIAL AND LAKE TRADE. 201 

of rendering her researches and investigations into the mineral treasures 
of her soil the most efFectual and complete, and has consequently 
intrusted them to men the most thoroughly competent to the task. 

Experienced miners are often good observers, and to them we owe 
much valuable observation ; but they are not often sufficiently acquainted 
with geology and mineralogy to enable them to judge of the value of a 
mine in a country with which they are not familiar ; and they cannot 
describe what they discover so as to make their observations intelhgible 
or valuable to others. Miners are good assistants, but poor principals, 
in any geological survey. Hence the British government employs her 
most learned and practical geologists in her surveys in Canada, and 
allows them time and means to accomplish in a proper manner their 
important work. 

On the northern shores of the lake, as before observed, we find most 
commonly the ores of copper ; while in the trap-rocks, on the south 
side, the metal occurs in its pure metallic state. The ores which have 
been found on Lake Huron akeady promise to give ample profits to the 
owners of the mine ; and other localities are known, where there is a 
reasonable prospect of successful mining, on the northern borders of 
Lake Superior. 

Trade will spring up between us and our Canadian neighbors as 
soon as their shore becomes inhabited, and, it is to be hoped, will prove 
of reciprocal advantage to the two countries. 

C. T. JACKSON. 



THE LAKES.— GENERAL VIEW. 

This is a brief and rapid outline of a country, and a system of 
waters, strangely adapted by the hand of Providence to become the 
channel of an inland navigation, unequalled and incomparable the 
world over ; through regions the richest of the whole earth in produc- 
tions of all kinds — productions of the field, productions of the forest, 
productions of the waters, productions of the bowels of the earth — re- 
gions overflowing with cereal and animal wealth, abounding in the 
most truly valuable, if not most precious, metals and minerals — lead, 
iron, copper, coal — beyond the most favored countries of the globe ; 
regions which would, but for these waters, have been as inaccessible 
as the steppes of Tartary or Siberia, and the value of the productions 
whereof must have been swallowed up in the expense of their transpor- 
tation. 

And this country, these waters, hitherto so little regarded, so sin- 
gularly neglected, the importance of which does not appear to be so 
much as suspected by one man in ten thousand of the citizens of this 
great republic, is certainly destined to excel in absolute and actual 
wealth, agricultural, mineral, and commercial, the aggregate of the 
other portions of the United States, how thrifty, how thriving, how 
energetical and industrious soever they may be. 

Of these lakes and rivers, during the year 1851, the commerce, 
foreign and coastwise, was estimated at three hundred and twenty-six 
million five hundred and ninety-three thousand three hundred and 
thirty-five dollars ; transacted by means of an enrolled tonnage of 



202 ANDREWS' REPORT ON 

seventy-seven thousand and sixty-one tons of steam, and one hundred 
and thirty-eight thousand nine hundred and fourteen tons of sail, or an 
aggregate licensed tonnage of two hundred and fifteen thousand nine 
hundred and seventy-five tons. 

In the prosecution of this commerce, it would appear, as nearly as 
can be ascertained, that there was entered an aggregate at all the lake 
ports together, of 9,469,506 tons during the season ; and cleared at 
the same ports 9,456,346 tons — showing an average of nearly forty- 
four entrances of the whole lake tonnage during the season. 

Of the above amount of commerce the value of ^314,473,458 went 
coastwise, and $12,119,877 Canadian or foreign. 

The returns of the coasting trade are, it is true, very imperfect and 
unsatisfactory, as are also the estimates founded upon them ; but, as 
approximations only can be arrived at under the circumstances, the 
best use has been made of the returns received; and the results arrived 
at cannot but appear strange to those not immediately conversant with 
the character of the lake trade. 

According to these estimates the coasting trade is divided into ex- 
ports, $132,017,470; and imports, $182,455,988; showing a difference 
of $50,438,518, when there should have been a perfect balance* 
This discrepancy arises from a higher rate of valuation at the place 
of importation than at that of exportation, or vice versd. Products of 
agriculture, the forests, and the mines, are easily valued at a correct 
rate ; whereas one great division of articles of importation, classed as 
merchandise, including everything from the finest jewelry and choicest 
silks to the most bulky and cheapest articles of grocery, can scarcely 
be reduced to a correct money value. 

' The discrepancy, then, arises from the valuation of the articles per 
ton being fixed at too high a figure at one port-, or too low at another. 
Which valuation is the more correct, it is impossible to ascertain under 
the present system of regulations. 

Taking the lowest estimate, the actual money value of the coastwise 
exports of these lakes is $132,000,000, in round numbers, being the 
mere value of the property passing over the lakes, without including 
passage money, passengers carried, cost of vessels, expenses of crews, 
or anything in the least degree extraneous. 

The amount of grain alone which was transported during the season 
of 1851, amounted to 1,962,729 barrels of flour, and 8,119,169 bushels 
of wheat — amounting to what equals an aggregate of 17,932,807 bushels 
of wheat ; 7,498,264" bushels of corn; 1,591,758 bushels of oats; and 
360,172 bushels of barley ; in all 27,382,801 bushels of cereal produce. 
This branch of traffic, it is evident, must continually increase with the 
increasing influx of immigration, and the bringing into cultivation of 
the almost unbounded tracts of the very richest soil, on which the forest 
is now growing, which surround the lakes on almost every side. And 
the like may be predicated of the exploitation of the mines, the prosecu- 
tion of the fisheries, and the bringing to fight of all natural resources — 
facilities of transportion causing immigration, immigration improving 
cultivation and production, and these two originating commerce, and 
multiplying a thousand-fold the wealth, the rank, and the happiness of 
the confederacy. 



COLONIAL AND LAKE TRADE. 



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CO 








cr 


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214 



ANDREWS REPORT ON 



PS 



H 
H 







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lO *OiO 


oooo 




t- c 
















cr. 








<J3 '^ QD 


O OJ G^ • CO CO 




















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co^ 




•8jn;man^ 




CO crT • co" 














1—1 
to 




oo ^ 


t^ rH CO .-1 -* lO 






lO 






CO 






CO '^ (^? 


CO ■* T-l 05 to CO 






•^ 






1—1 






C*^Ci_^^^ 


T-iOOD CiiO 






03 






o 




•spooS Ai(j 




r-l T-l O 

1—1 
















t- i~~ CO 




U0G5 T-l 


















(>? 






00 CO '^i 




lO 05 t- 


















03 


H 

Cj 


•sajtip-Bj 


00 '-KTQ 




ip t^ lO 




















-nu'Buipu'B'^oo^^ 


^'^^^'^^'^ 




co'^co^uf 

r-l lO 


















^'^ 






=S©: 




Ci 


















CO 






































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(^ 




t- G^) OJ 


t- <0 CO t- 










O 






t^ 


& 




l~- CO o 


05 CO t- 05 










CO 






^ 


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cno t- 


CO t- t^ t^ 










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r— 1 


1-100 05rH 










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'* 


t- 




IT 


(Ti 






'*OCOOOOO'*!r-'*00 


CO 


t- 




t- 


CO 




•sajrip-Bj 


OOiOCOOS^OOOOC^CM!'* 


to 


00^ 






r- 




-uuniu pU'B 'UO-TJ 


lOCOOCO'"*'*!— <0O-^r-l 

t^ >o 'Tf t^ t- rH en 




'* 










OOOCOlO •GO'*''*'* 








o 




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03-^00^ •000005'* 








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C£ 


to 




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^co'^cfcf •^irrgTcc^cl' 








t- 






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c? cooo c- 
















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to 


































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1 



COLONIAL AND LAKE TRADE. 



215 



O'*'LCQ000r-IC0<X>'*>-HC0C0O0:> 

CDLQOi—iascrscrst^oO'^c^oco^o 






-^3 



■B 

o 

o 



Eh 

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•91'BAi 

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"015 'saijaooj-t) 



-O'BJtlU'BU.l oooBqo j^ 



•panT^sip 'b'^uidg 



•sauio 
-ipaui pu^ sSnjQ 



ir- CO 00 en lO 00 t- •* -^ • (7? to 

t- lO C^ '^i I— I CO C» CTi CQ . O 1— i 

t^Y-^^cocococj^ GO oo~— r I oo" 

'^f O rt O} cooo t- • 



t^ cocn 

t- 00 CO 
rH lO CO 



rO rH o 
05 '^ t- 



Oi • CO t~- 



C^J ^ CO 
CN?00 ^ 



o CO • (M coo crs 

in "-H • O -^ CO r-( 

OS CO . crs CO >o OS 

^ -^ • ocTio o cT 



t-O 1-1 
I— I t^ CO 



COOOJ 
■* 00 r-( 

coo 



CO lO -* 

t- 1—1 o 



-vis pu'B s>[oog 



•S8an:}0'Bjun 
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CO '^ OJ 
05 CO -=*< 

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crTt-^co" 



O5 00 '^ 
00 CO f-H 

T-i coco 

CO CO c^ 
G^ C^J rH 



CO lO CO o o 
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rH CO '^t^ 05 O^ 



00 • C^ CO 

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'00 • lOG^ 



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CO CO -*-=*< }— 

05 "^ 00 O CO 

to 00 i^- iO T-^ 



•«# to '^ o? 

05 r-l lO ^ 



J^^ 



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^-%>^ 



o o o 



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216 



ANDREWS REPORT ON 






55 



8 



2r ' — ' 

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1 I' 

K Si 
J ^ 






<4i 



O 



I 



& 
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in 


CI S 
§D.H 


COGO t- 
CMOO OT 
to t^ -^ 




C^ coco r-l 
lO CS'* 05 
00 CO to CO 


















I-H 






p 




05 • CO 1—1 
cm'' • r^ 


















o 

OS 




CM CO CT) 




CO CO ir- (M 

rH '^ CD to 
'^ — ICO rl 


















1 


11 

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i-H 

crT 






to 
























CO 

-* 
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a. 










































o 

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Pi 


1 

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CO 


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CD 
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o 


f2 


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CM f~-cn 
^00 cx> 

to'co'oo'" 




23 

to 

05 


• -TfOi 

• T— 1 -^ 

; CO 00 
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CO 








to 


rf 

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> 


2^S 

C^tO CO 




423,057 

9,992 

50,445 

63,880 








■<^ 








8 

05 


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t- CO lO 

CO t-cs; 

t- r-( GO 

Co'iO^!-^ 

£- CO '^ 

cocc c^ 




825,606 

32,480 

131,328 

143,457 








CO 
I-H 








05 

o 

1 




i 

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s: 
c 

S 

J- 

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B 

f- 

0. 

> 


c 
a 

c: 


a 

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a 

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t 

p 

6 


s 

c 

03 

riil 

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a 

c 


c 

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c 

c^ 

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fa 
r. 


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s 

PC 


re 
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> 

1 

a 
5 


c 

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> 


c 

cr 

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fa 

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1 
1 


c 

cd 
C 

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c 
c 

0. 

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§ 

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1 





COLONIAL AND LAKE TRADE. 
«♦ 



217 




CD 

.s 

O 

O 



H 
< 
H 

CZ2 



fcJD 





03 












5 






(4 


fc 


t3 




H 




►J 




D 


m 


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Ci 






Pi 




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d 


< 


P4 


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< 


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a 


o 




q 






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t3 




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fl 




rf 








O 








s-s 




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t-, <o 




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O 5 












c3 




feD 




3 




m 









C? CO 

I— ( t- 

CO OS 



CO ■<* CO 

CO CO CO 



.-i(M lO 
00 00 1—1 
■^ lO t- 



U^ 1— ICO 
O 05 O 
COC^t CO 



C^i-ICO 
U^) CO »o 

■* CD UO 



t- C5 lO 
O CO 05 

CM (^i 



t^ lO CO 
CO O^ C5 
GO CO 

CO 






'S 






fl-fd^^- o % 

S S ^ o„S g g 

^ D- c;. ^ '-^ 



15 -^ 



M 






o ^ 



d _ o 

1-1 O Zi — "'■^ 

d --- ^ -^ 3 

f-r.d Cr' C3 rrj E 



S 2-^ 



d A, - 
d "D 



>66d^ooi^wfi;o^gQSi6 



218 



ANDREWS 



REPORT ON 



CD 

p 

I 









•P^ox 






•ss.inp'Bjnu'Bin 
aai{;'Bajpui2S8ptfj 



•spooS £i(j 



JO ss.m^0Tytm'B];\[ 



JO SjinpufnuTj]^ 



'lOOAi 

JO s^Jtip'Bjnu^H 



•9J'BA\pa'BJJ 



ifjpAvaf 



•dlVMllQllU'S^ 



to CO oo 
to lO CTi 
lO ^ O 

oTco'cir 

CD t- CO 

CO CO CO 



criLO CO 
r- ci GO 
as i-H '^ 

co^co^esT 

C^ -Tf* r-H 



C5 CO t- 
'^ C- GO 
Oi 00 CO 



O --(CO 
too --H 
lO CO VO 

CO "^ o^ 

CO lO 



CO Trf lO 

CD r- r-H 

o --lai 



to CO oj 

00 00 G^ 

00 CO o 



c^ CO "^ 
OOO ir- 
C<J t^ CS 



CO 00^ 
CO c^ CO 

^ OJ to 
-— I CO 



t-GO 
00 ^ 
CM CO 

CO 



t- CO t- 

o ooc^t o 

OJ CO O r-H 

to 1~- Ol UO 
1— I CO to rH 

01 ^ T—l 1— i 



to i-H t- 00 
I—I CO to ^ 

to CO c^ -^ 



CO to O CTj 
■-H CO l-- CO 
CO '^ (TQ CO 



t^ to o 

J— t- t~- 

1^ C5 CO 



00 CO 00 

to coco 
00 CO o 



CO i-io 

i^- i:^ to 

CO coco 



O • r-H to 

^ • to to 



to OS t^ to 
00 t- 1— 100 
T-H(T^ CO 






J-gl 



Sffi 



§1^ 






fcJDO 






^". 



^ « 



O •' 



oE^-^ :jg3o^ 






o^ 



COLONIAL AND LAKE TRADE. 



219 



1 


%, 




^ 


1 




to 


1 




00 


■^^ 




I-t 


s? 




^ 


« 




f^ 


rv 




<w 


^^ 




;a> 


^ 




-1 






5V1 


g 




■ S 


'^ 




^ 


r> 




2S 






'^ 


r^ 




« 


r^ 




•^ 


1 




6 


^ 




'^ 


^ 




•1 


^ 




'S. 


■Si 




^■l 


^ 










^ 


S 




N^ 


•1^ 




^l") 


•KJ 




^ 


o 






^ 




^ 


"Si 




_00 


--§ 




• ^ 


55 




•t<5 


b^n 




.'^ 


s 




■^ 






SS 


o 




^ 


^ 










^ 


■^ 




r^. 


ss 




r*o 


s^ 




O 






^ 


<iT 




«J"> 


^ 




nC* 


^ 




•Si 


"^ 




^1 


1 






•.^ 


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^ 


=0 


<:o 




g 


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^ 




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§ 


e 


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^^ 


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^ 


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g 




5 






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so 


1 


• «>> 


1 


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6 






^ 













t^^ooocr5(rooLO<X)io-<*oooi-it- 




T— 1 


Jr^ 


, 








r-fODC^iOr- IIO'^OOCDlOCOG^C— -^CO • 


•— 1 


•^ 




m 


o 


'^ GV) O CO r-H ^ O CJ to '^S' 1^3 C^ -^ LO OS ^ 


QO 






o 


^ 


co^-^'*"--^co'io~o^"crrt~-"c»f cTirrcrroo'cif • 


to 


G^ 


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13 


<^C^ G^ 't' r-l to CO 






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CO 






c^!C\J00a5O.— iT^-^ootocrsoo'^'^r 




To 


o 






t-0'*0000r-i000^.->t0 000^ • 




00 


CO 


o 


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CD 


to o o cc en 00^ CO t- oi ^ o o CO o 






t^ 


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t-^aToo'cr— "t- co" to" cfT to' ^"oTco" to'' ■ 




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t- 




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13 


CO'^— ICOC<lCr>T-HQO— Hi— iQOCrsCDi— 1 ■ 






o 




(3 


t- t- CT) CT Oi to «3 Ol i-H • 






CM 

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05 


o 

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H 






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to 








• r-H • t- 05 G^} O: CO O Oi Cn '* tH 




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CM 








•00 *i— <i— itOCOCOCfJC^-^COOi 




t- 


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•CO • to 00 05 00 to O r-H (» CO t- 






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p^ 


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cr 


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to'' 






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toco to Ol 














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■^ lO 1—1 r-i .-H OC^i-H r-l en OS <M 



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COLONIAL AND LAKE TRADE. 



221 



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COLONIAL AND LAKE TRADE. 



223 



No. 7. 

Pwpei'ty commg from Canada by ivay of Buffalo, Black RocJc, Oswego, 
and Whitehall, during the year 1851. 



Articles 



THE FOREST. 

Fur and peltry pounds. . 

Product of wood — 

Boards and scantling feet. . 

Shingles M... 

Timber cub. feet. . 

Staves pounds. . 

"Wood cords . . 

Ashes, pot and pearl. . . .barrels. . 

AGRICULTURE. 

Product of animals — 

Pork barrels. . 

Bacon pounds. . 

JButter do 

Lard do . . . . 

"Wool do 

Hides do 



Vegetable food — 

Flour barrels. . 

"Wheat bushels . . 

Rye do 

Corn do . . . . 

Barley do ... . 

Oats do 

Bran and ship stuffs pounds. . 

Peas and beans bushels. . 

Potatoes do . . . . 



All other agricultural products- 
Cotton pounds. 

Clover and grass seed do . . , 

Hops do . . . 



MANUFACTURES. 

Domestic spirits gallons. . 

Linseed oil do . . . . 

Leather pounds. . 

Furniture do. . . . 

Machines and parts thereof. do . . . . 
Iron do. . . . 



OTHER ARTICLES. 



Stone, lime, and clay. . .poimds 
Egsfs do. . 



Fish 



.do. 



Sundries do. 



Buffalo. 



11,186 



164,000 

2,989 

356,151 



382 



19 

6,000 

12,788 

700 

95,020 

16,317 



19,302 
150,960 



104,143 



90 



6,000 
21,416 



10,470 



3,882 
2,200 



11,669 



2,000 
83,317 



Bl'k Rock. 



12,393,957 
370 



950 
2,475 



2,800 



34,132 



Oswego. 



74,209,425 

6,645 

232,855 



343,932 

684,280 
70,176 



19,844 
111,291 



64,896 
56 



2,860 



455,778 



Whitehall. 



1,041 



24,090,425 

1,929 

1,187,371 



154,461 



7,589 



7,989 



25,606 

243,084 

3,509 

21,132 



1,101 

25,862 



1,120 



13,000 
184,638 



172,363 
132,091 
679,501 



Total. 



12,227 



120,893,897 

172,944 

1,467,707 

356,151 

8 

3,352 



19 

6,000 

17,686 

155,161 

241,064 

16,317 



371,773 

837,715 

78,165 

104,143 

51,179 

366,671 

3,509 

86,028 

146 



6,000 
91,196 
25,862 



10,470 
1,120 
6,742 
5,000' 

13,900 
184,638 



11,669 

172,363 

134,091 

1,252,728 



224 



ANDREWS REPORT ON 













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COLONIAL AND LAKE TRADE. 231 



PART IV, 



RAILROADS AND CANALS OF THE UNITED STATES. 

As a report upon the inland commerce of the United States, or of 
any important portion of it, would be imperfect without reference to 
the various works constituting its channels, to which in some degree it 
owes its direction, the following notice of the railroads and canals of 
the United States has been prepared. 

The peculiar characteristics of this country, in regard to its geo~ 
graphical and topographical features and to the industrial condition 
and relations of the people of the different regions render works of 
internal improvement necessary to the development of the resources 
and progress of every portion. With us such works are chiefly com- 
mercial enterprises, their principal object being to cheapen and facili- 
tate the movement of persons and property. Generally, the means for 
their construction have been furnished by incorporated associations, 
and consequently the construction and management of them have been 
intrusted to such companies. 

The opposition by many of the prominent and influential statesmen 
of the United States to the interference of the federal government in aid 
of such works, on the alleged ground of absence of constitutional power, 
has hitherto prevented the rendering of such assistance, except in the 
case of the Cumberland road, and one or two other instances. Many 
intelligent men doubt if this opposition has not been advantageous. 
Wherever the respective States have aided such works, they have for- 
tunately, in most instances, committed the control of them to private 
hands and private interests. Considerations apart from commercial 
objects have had but little influence in their construction or management. 
These works, therefore, constitute the best expression of the commer- 
cial wants of our people, and their immense cost the best illustration of 
the magnitude and value of this commerce. 

The early settlements in this country having been made upon the 
seaboard, manufacturing and commercial communities at first grew up 
at favorable points near the coast. The extension of the settlements 
into the interior necessarily involved- the construction of outlets for 
them to markets upon the seaboard. So long as this population was 
confined to the Atlantic slope, pubhc highways were not of great mag- 
nitude nor importance. When, however, settlers had crossed the Al- 
leghany mountains and peopled the regions beyond them, the public 
mind was turned to the subject of constructing channels of commercial 
intercommunication adequate to their wants. 

The natural outlets of the great interior basin — the rivers Mississippi 
and St. Lawrence — are not in all respects adequate and convenient 



232 ANDREWS' REPORT ON 

outlets. The first person to present a definite project for an artificial 
work, on an extensive scale, was General Washington. That great 
and wise man foresaw the future importance of the countr}^ beyond the 
Alleghanies, and the magnitude of its prospective commerce, which he 
proposed to secure to his own colony. Before iie reached the age of 
twenty-one years he had crossed the mountains, and the subject of a 
canal from the tide-waters of the Chesapeake to the waters of the Ohio 
received his careful attention^ At subsequent periods he visited the 
Ohio valley, and presented the results of his examination and observa- 
tion to the House of Burgesses of Virginia, from which body he received 
a vote of thanks. The plan of a canal proposed by him was eagerly 
embraced, and has now so long remained a favorite object that its im- 
portance and ultimate consummation have become traditional ideas 
with the people of Virginia. 

The merits of a general plan for a commercial channel, by which to 
connect the East and West, suited to the wants of the two different 
sections of the country, were not involved in the question of route. 
Virginia, prior to the Revolution, was the richest, most populous, and 
most central of the colonies, and her tide-waters most nearly approached 
the navigable waters of the Ohio. It was taken for granted that the 
appropriate route for such a work lay through her territory ; but at that 
time our people had neither the engineering skill nor the experience, 
nor were they sufficiently acquainted with the topography of the moun- 
tain ridge separating the great western valley from the Atlantic slope, 
to decide upon the question of route. As they became better acquainted 
with the country, it was ascertained that the best route ibr a canal con- 
necting the navigable water-courses separated by the Alleghanies lay 
farther north ; and it was reserved for New York first to realize the idea 
of General Washington, and thereby secure to itself the vast benefits 
the result of which he foresaw, and which, before the Revolution, he 
sought to secure to Virginia. For years after General Washington 
proposed his plan, our western settlements did not extend beyond the 
Ohio; and, in fact, all the country west of the Mississippi was claimed 
by a foreign power. The vast regions now filled with a numerous and 
thriving population, comprising the States of Ohio, Indiana, Illinois, 
Missouri, Iowa, and Wisconsin, were not only a wilderness, but the 
idea that they would ever be densely occupied by civilized man was 
regarded as chimerical. The principal settlements beyond the moun- 
tains were those most contiguous to Virginia, and what is now Kentucky 
was then a part of the " Old Dominion." The rapid settlement of Ohio 
and the adjacent States, after the war of 1812, changed the aspect of 
affairs in the West. The preponderating interest and influence extended 
northward of the first settlements, and the State of New York was the 
first to open an improved line of commercial communication between 
the Atlantic and the Great West. A canal wns discovered to be prac- 
ticable through her territor}^ and the genius and pubhc spirit of her 
statesmen stimulated her legislators to make use of this advantage, 
securing to her the chief interior trade. 

It was not until after the completion of the Erie canal, in 1825, 
that the adaptability of railroads to the uses of commerce was 
established. These works are destined to compete with canals, and 



COLONIAL AND LAKE TRADE. 233 

even natural water-courses, as media of commercial intercourse. Their 
construction and profitable operation may be regarded as practicable 
upon all the routes of commerce ; and all the Atlantic cities have 
either completed, or have in progress, lines of railroads having the 
same general ol)jects and direction with tlie great New York work, 
by which they propose to secure similar results. These works are 
regarded as of greater benefit to the interior portions of the country 
than to the cities which are their terrfiini upon our navigable water- 
courses. Their construction is now the absorbing topic. They will 
one day become the ordinary highways of transit for propert}^ as well 
as persons. A satisfactory view of the commerce of the country, 
therefore, necessarily involves a description of them, as its future 
channels. 

It is also important that the uses, objects, and influences of public 
works in developing the resources, in stimulating and in giving new 
directions to the commerce of the country, should be thoroughly under- 
stood, both as tending to correct legislation in commercial affairs and 
as securing to these enterprises that degree of public confidence to 
which they are entitled. As heretofore stated, at least $80,000,000 
are now annually required to carry forward works in progress, and to 
meet the demand of new ones as they may arise. Of this sum, 
$50,000,000 are borrowed either of the capitalists of this country or of 
Europe, at rates of interest averaging from 6 to 10 per cent, per annum 
for a series of years. A large sum is in this manner added to the cost 
of these works, which might be saved were the public mind properly 
enhghtened as to their productiveness, as investments of capital, and as 
to their influence in increasing national wealth and prosperit}^ 

This review of railroads and canals will commence with a notice of 
those of New York, the pioneer State in successful achievements on a 
large scale. In noticing the works of other States, a geographical 
rather than chronological order will be observed. Only the leading 
lines — such as are in some measure identified with the commerce of 
the country — will be particularly described ; and where w^orks are still 
in progress the results predicated of them will be stated. 

Following the notice is a brief consideration of railroads in their 
economical aspects and results, a matter esteemed of equal if not greater 
importance than a detailed description of'the works themselves. 



NEW YORK 

Population in 1830, 1,918,608; in 1840, 2,428,921; in 1850, 
3,097.394. Area in square miles, 46,000; inhabitants to square mile, 
67.33. 

Erie canal. — Although it was known at an early period that a favor- 
able route for a canal from tide-water to the lakes existed in the valley 
of the Mohawk river, it v/as not until 1816 that the project received 
particular attention from the authorities of the State of Nev/ York. In 
that year, the governor of the State, the Hon. D. D. Tompkins, in his 
annual message to the legislature, recommended the construction of a 



234 ANDREWS' REPORT ON 

canal from the Hudson riv^er, at Albany, to Lake Erie. This recom- 
mendation was favorably received, and after a protracted discussion as 
to the plan which should be pursued, the work was formally com- 
menced on the 4th of July, 1817; and on the 26th day of October, 
1825, the canal was completed. 

Previous to the construction of the canal the cost of transportation 
from Lake Erie to tide- water was such as nearly to prevent all move- 
ment of merchandise. A report of the committee of the legislature, to 
whom was referred the whole subject of the proposed work, consisting 
of the most intelUgent members of that body, dated March 17, 1817, 
states that at that time the cost of transportation from Buffalo to Mon- 
treal was $30 per ton, and the returning transportation from $60 to 
$75. The expense of transportation from Buffalo to New York was 
stated at $100 per ton, and the ordinary length of passage twenty 
days; so that, upon the very route through which the heaviest and 
cheapest products of the West are now sent to market, the cost 
of transportation equalled nearly three times the market value of 
wheat in New York ; six times the value of corn ; twelve times the value 
of oats ; and far exceeded the value of most kinds of cured provisions. 
These facts afford a striking illustration of the value of internal im- 
provements to a country like the United States. It may be here stated, 
as an interesting fact, that prior to the construction of the Erie canal 
the wheat of w^estem New York was sent down the Susquehanna to 
Baltimore^ as the cheapest and best route to market. 

Although the rates of transportation over the Erie canal, at its open- 
ing, were nearly double the present charges — which range from $3 to 
$7 per ton, according to the character of the freight — it immediately 
became the convenient and favorite route lor a large portion of the pro- 
duce of the northv/estern States, and secured to the city of New York 
the position which she now holds as the emporium of the confederacy. 
Previous to the opening of the canal the trade of the West was chiefly 
carried on through the cities of Baltimore and Philadelphia, particu- 
larly the latter, which was at that time the first city in the United States 
in population and wealth, and in the amount of its internal commerce. 

As soon as the lakes were reached, the line of navigable water was 
extended through them nearly one thousand miles farther into the in- 
terior. The western States immediately commenced the construction 
of similar works, for the purpose of opening a communication from the 
more remote portions of their territories with this great water-line. All 
these works took their direction and character from the Erie canal, 
which in this manner became the outlet for almost the greater part of 
the West. 

It is difficult to estimate the influence which this canal has exerted 
upon the commerce, growth, and prosperity of the whole countr}^ for 
it is impossible to imagine what w^ould have been the state of things 
without it. But for this work the West would have held out ihw in- 
ducements to the settler, who would have have been without a market 
for his most important products, and consequently without the means 
of supplying many of his most essential wants. That portion of the 
country would have remained comparatively unsettled up to the pres- 
ent time ; and, where now exist rich and populous communities, we 



COLONIAL AND LAKE TRADE. • 235 

should find an uncultivated wilderness. The East would have been 
equally without the elements of growth. The canal has supplied it 
with cheap food, and has opened an outlet and created a market for 
the products of its manufactures and commerce. The increase of com- 
merce and the growth of the country have been very accurately mea- 
sured by the growth of the business of the canal. It has been one 
great bond of strength, infusing life and vigor into the whole. Com- 
mercially and political^, it has secured and maintained to the United 
States the characteristics of a homogeneous people. 

It will be seen, by the following tabular statement, that the growth 
of the city of New York in population, wealth, and commerce, has 
nearly kept pace with the increase of the business of the Erie canal 
and the progress of the western States. The tables show the intimate 
relation of this great work to the commerce and prosperity of the coun- 
try, and that to maintain a large foreign commerce it is necessary that 
a city should have a large domestic trade. 

They also indicate the annual tonnage of the canal ; the value of 
produce and merchandise passing to and from tide-water ; the tonnage 
and value of produce received at Buffalo and Oswego from the western 
States; the number of annual lockages on the canal; the foreign arrivals 
at, and tonnage of, the ports of Boston, New York, Philadelphia, and 
Baltimore ; the value of exports and imports of each of these cities, their 
increase in wealth and population, and also the increase of the popula- 
tion of the western States since 1820. 



236 



ANDREWS REPORT ON 



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COLONIAL AND LAKE TRADE. 



237 



5v. 

I- 


































666, 937 

1,127,939 

704, 247 

1,111,741 

1,166,548 

700, 315 

616, 025 

610,880 

228,367 

603,574 

696,724 

674,543 

600,497 

771,708 

649,403 

1,004,961 

1,063,530 
































2,159,111 
2,637,796 
1,162,610 
1,882,613 
2,826,334 
1,653,373 
1,867,259 
1,659,125 
559, 649 
2,255,860 
2,861,825 
2,136,754 
1,978,430 
2,779,931 
2,329,553 
8,122,660 
8,715,126 


5,487,974 

7,243,542 

9,941,702 

9,022,435 

11,178,139 

15,752,100 

11,525,862 

13,217,695 

13,745,147 

13,052,676 

15,012,553 

20,096,136 

15,070,124 

13,089,181 

10,183,152 

11,597,466 

13,424,717 

6,679,756 

8,941,208 

14,475,995 

7,167,968 

8,418,588 

11,273,499 

4, 072, 296 

16,792,679 

17,255,308 

16,975,972 

15,524,014 

20,128,726 

18,877,814 

24,952,977 

28,772,558 
































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240 ANDREWS' REPORT ON 

The foregoing statements show, that while the cities of Baltimore and 
Philadelphia have made a rapid advance in population, their foreign 
commerce has remained very nearly stationary for a long series of 
years, proving most conclusively that a large foreign commerce can 
only be maintained by a city that is able to make herself the depot of 
the domestic products of the country. 

The Erie canal secured to the city of New York the trade of the 
interior, because it occupied the only route practicable for such 
a work. So long, therefore, as canals continued the most approved of 
known modes of transportation, the superior position of that city in 
reference to the internal trade of the country remained unquestioned. 
Such is now no longer the case. For travel, and for the transport- 
ation of certain kinds of merchandise, the superiority of railroads is 
admitted. It is also claimed that they can successfully compete with 
the canal in heav}^ freights. However this may be^, the correctness of 
the assumption is admitted by the construction of railroads parallel to 
all the canals, for the purpose of competing for the business of the lat- 
ter. The conviction is now almost universal, tliat commercial suprem- 
acy is to be secured and maintained by this new agency, which neu- 
tralizes, to a great extent, the advantages arising from the accidents of 
position; and that the commerce of the country is still a prize for the 
competition of all cities which ma}^ choose to enter the hsts. In- 
fluenced by these views, all the great commercial towns have either 
completed, or are constructing, stupendous lines of railroad, with the 
confident expectation of securing to each a portion of the trade which, 
up to the present time, has been almost entirely monopolized by one. 

It is proper to state, that the people of New York, in view of the 
competition and rivalry with which they are threatened, have deter- 
mined to complete the enlargement of the Erie canal within the shortest 
practicable period. It is calculated that this enlargement can be com- 
pleted within three years after it shall be undertaken. The enlarged 
canal will allow the use of boats of 224 tons burden, or three times the 
capacity of those now employed; and will, it is estimated, reduce the 
cost of transporting a barrel of flour from Buffalo to Albany to twenty- 
five cents, and other merchandise in like proportion. As the canal is 
abundantly supphed with water, the only limit to its capacity is the 
time required for passing boats through the locks. It is calculated that 
an average of 26,000 boats can be' locked each way during the busi- 
ness season. Allowing each boaJ to be fully loaded, the total tonnage 
capacity of the enlarged canal would equal 11,648,000 tons. But as 
the proportion of down to up freights is as ibur to one, the average ton- 
nage of the boats is estimated, in the reports of the State engineer for 
1851, at 140 tons for each boat, which, for 52,000 boats, would give 
an annual movement of 7,230,000 tons as the total capacity of the 
canal, or 5,824,000 tons down, and 1,406,000 tons up freight. It is esti- 
mated that upon the enlarged canal tlie cost of transportation, embra- 
cing tolls, will be reduced to five mills per ton per mile upon ordinary 
merchandise, or to ^1 82 per ton lor tl.ie ciiiire distance from Albany 
to Buffak). 

Champlaln canal. — This work, though originally constructed tor the 
accommodation of the trade (>>f the country bordering upon that lake, 



COLONIAL AND LAKE TRADE. 241 

bids fair to beeome an important avenue for the trade of the St. Law- 
rence basin. This lake is now connected with the St. Lawrence river 
at Ogdensburg, above the rapids, by the Ogdensburg or Northern rail- 
road ; at Montreal, by the Champlain and St. Lawrence railroad ; and 
will soon have a farther connexion at Lachine, by means of the Platts- 
burg and Montreal railroad, now in progress of construction. It is also 
connected with the St. Lawrence river, at the mouth of the Sorel, by 
means of the Chambly canal. Through this last channel the State of 
New- York now receives a large and anniially increasing amount of 
lumber. The Ogdensburg railroad was built expressly for the pur- 
pose of diverting a portion of the trade of the St. Lawrence at that 
point, and it is reasonable to suppose that all the roads named will, in 
time, become, in connexion with the lakes and canal, important out- 
lets for western trade. They promise to open not only cheap, but ex- 
peditious routes, which, in a press of business, must be well patronized. 
It may be stated here, that the proposed ship-canal from Caughnawaga 
to Lake Champlain will open a practicable route for the largest class 
of vessels from the upper lakes to Whitehall, within seventy-five miles 
of tide-water. 

As the route of the proposed canal is remarkably favorable, and as 
it can be fed from the St. Lawrence, and built at a moderate expense, 
it is believed that it must be constructed at no distant day. 

Railroads of Neio York, 

Railroads from Albany to Buffalo. — The first continuous line o€ rail- 
road to connect the lakes and tide-water was that from Albany to 
Buffalo, following very nearly the route of the canal. As it was a pri- 
vate enterprise, and came into direct competition with the State works, 
the canal tolls were imposed upon the carriage of all freight, in addition 
to the cost of transportation. From this source the State has derived a 
large revenue. This tax has had a tendency to confine the business of 
the road to the less bulky and more valuable articles of freight, and to 
those of a perishable nature. The tax was removed on the first of 
December, 1851, by an act of the legislature ; hence the road is now 
brought into free competition with the canal, and has, during the pres- 
ent season, carried flour from Buffalo to Albany for sixty cents per 
barrel, which is nearly fifty cents below the average price by canal for 
nearly twenty years subsequent to its opening. The quantity of freight 
is still restricted for the want of sufficient equipments and suitable 
accommodations for receiving and storing it, particularly at Albany. 
This fact operated as a serious drawback on the past winter's oper- 
ations. The necessary facilities for business will soon be supplied, 
and there can be no doubt that the railroad will engage in a large car- 
rying business in direct competition with the canal. 

The above road will soon have practically a double track for its 
whole line. It already has such from Albany to Syracuse. From the 
latter place a new road is nearly completed to the Niagara river, com- 
posed of the straight line between Syracuse and Rochester, and the 
Rochester and Niagara Falls road. Its capacity for business will, 
16 



242 ANDREWS' REPORT ON 

therefore, be unlimited. It connects with Lake Erie at Buffalo ; and with 
Lake Ontario, through branches already in operation, at Sackett's Har- 
bor, Cape Vincent, Oswego, and Lewiston; and, by lines in progress, 
at Great and Little Sodus bays, and at Rochester. By presenting 
numerous points of contact with western trade, it will escape all the 
inconveniences of too great a concentration of business at anyone point, 
and will be enabled to offer great facilities for the cheap and easy 
transport of freight. 

At Albany, it will connect with the Hudson river and Harlem roads, 
the former of which will be a double track road. In connexion with 
these a double track will be formed from New York to Buffalo, and to 
various points upon Lake Ontario. At Buffalo this line is carried for- 
ward to the roads of Ohio by the Lake Shore road. The great western 
roads of Canada, now in progress, will form a connexion with Detroit, 
by way of the north shore of Lake Erie. From Detroit, the Michigan 
Central railroad is completed to Chicago ; as is the Michigan Southern 
from Monroe ; so that by January, 1854, New York will have two par- 
allel lines of railroad to Chicago, each of which will be about one 
thousand miles long. From Chicago to the Mississippi river two im- 
portant roads are in progress — the Galena and Chicago, and the Rock 
Island and Chicago, both of which will be completed in the course of 
1853. The length of these lines will be about one hundred and eighty 
miles each. 

Akhough the carriage of freight has been denied to the above line, 
except on payment of canal tolls, which amounts to a virtual prohibition 
of many articles, it has exerted an influence on the growth and pros- 
perity of New York second only to that exerted by the Erie canal. In 
connexion with the great lakes and the western lines of improvement, 
it commanded, as soon as opened, the travel between the Atlantic States 
and the West and Southwest, and concentrated this travel upon that 
city, which in this manner became a necessary point in the route of 
every western or southwestern merchant, visiting the eastern States. 
The result was, the introduction to merchants of that city of a large 
class of country traders, who would otherwise have continued to pur- 
chase at points where they had been previously accustomed to trade. 
By passing through New York, the whole business population of the 
country established business relations more or less intimate in that 
city. 

Erie railroad and its branches. — The Erie railroad, unhke the Central 
line, was planned and has been executed with special reference to the 
accommodation of the trade between New York and the West. It is 
the greatest work ever attempted in this country, and its construction 
is the greatest achievement of the kind yet realized. The road and all 
its structures are on the most comprehensive scale, and its facilities for 
business are fully equal to the magnitude and object of the work. 

As the lake, on the one hand, and the Hudson river on the other, 
are approached, the road spreads out into a number of independent 
lines, Ibrming at each terminus a sort of delta, to accommodate its im- 
mense business. Its outlets to tide-water are at Newburgh, Pier- 
mont, and Jersey City. At the two former places the company 



COLONIAL AND LAKE TRADE. 243 

have extensive grounds for the reception, storing, and forwarding of 
merchandise. With only one terminus, it would be impossible . to 
accommodate its immense business without great confusion and delay, 
and greatly increased cost. 

On the western portion of the line, as soon as the Susquehanna val- 
ley is reached, important lines radiate from the main trunk, striking the 
lakes at all the points above named, and at Dunkirk in addition. The 
more important of these branches are the Syracuse and Binghampton, 
in connexion with the S3Tacuse and Oswego road ; the Cayuga and Sus- 
quehanna, in connexion with the Lake Ontario, Auburn, and New York 
road ; the Canandaigua and Corning, in connexion with the Canandai- 
gua and Niagara Falls road ; the Buffalo, Corning and New York, and 
the Buffalo and New York City railroads. 

By means of all these feeders, the trade of the West will be inter- 
cepted at almost every important point on Lake Erie and Ontario, 
and collected and forwarded to the great trunk line. Measures are 
also in progress to connect the Erie road with Erie, Pennsylvania, by a 
line running direct from Little Valley; and with Pittsburg by meatus of 
the Alleghany Valley railroad. It is hardly possible to conceive a road 
with more favorable direction and connexions, possessing capacities for 
a more extensive business, or one that is destined to bear a more im- 
portant relation to the commerce of the whole country. 

This road was opened for business only on the first of June, 1851. 
It has not, therefore, been in operation a sufficient length of time to 
supply any satisfactory statistics as to its probable influence upon west- 
ern commerce. So far as its business and revenues are concerned, it 
has exceeded the most sanguine expectations. 

In this connexion it may be stated that another very important out- 
let from the Erie road to tide-water, the Albany and Susquehanna rail- 
road, is about to be commenced ; the means to construct which have 
already been secured. The distance from Binghampton to Albany by 
this route will be 143 miles, against 224 to New York by the Erie road. 
From Binghampton, going east, commence the most difficult and ex- 
pensive portions of the Erie road, involving high grades, short curva- 
tures, and a much greater cost of operating the road per mile than the 
portion of the line west of that point. From Binghampton to Albany 
the route is very direct, and the grades favorable ; and there can be no 
doubt that a considerable portion of western freights, thrown upon the 
Erie road, will find its way to tide-w^ater o^^er the Albany and Susque- 
hanna road. Such, particularly, will be the case with freight which is 
designed for an eastern market. The large number of railroads con- 
verging upon the Susquehanna valley renders the Albany and Susque- 
hanna road highly necessary, to relieve the lower portions of the former 
from the immense volume of business that will be collected upon the 
main trunk from all its tributaries. 

The best commentary on the importance of the last named project 
is to be found in the action of the city of Albany, which very recently, 
in her corporate capacity, made a subscription to its stock to the amount 
of ^1,000,000, in addition to large private subscriptions. 

The following table will show the cost of the oublic works of New 



244 Andrews' report on 

York which have been constructed, or are h. parngress, with a view to 
their becoming avenues of the trade between the East and the West : 

Erie and Champlain canals. = „ $26,000,000 

Amount estimated for completion of Erie canal 9,000,000 

Hudson river railroad „ . „ 12,000,000 

Harlem railroad. „ 4,873,317 

Utica and Schenectady railroad 4,143,918 

Albany and Schenectady railroad „ 1 ,740,449 

Syracuse and Utica railroad 2,570,891 

Rochester and Syracuse railroad, (both lines) 6,464;362 

Buffalo and Rochester railroad 2,228,976 

Rochester and Niagara Falls railroad 1,600,000 

Oswego and Syracuse railroad 588,768 

Rome and Watertown railroad „ 1,500,000 

Sackett's Harbor and Ellisburg railroad 350,000 

New York and Erie railroad 26,000,000 

Canandaigua and Niagara Falls railroad „ 3,500,000 

Buffalo, Corning and New York railroad 2,000,000 

Buffalo and New York city railroad 1,500,000 

Albany and Susquehanna railroad. ..„.„.. 4,350,000 



110,410,681 



Note. — The cost of the Sodus bay and Southern, and the Lake On- 
tario, Auburn and New York railroads, cannot, in the present stage of 
their affairs, be estimated with sufficient accuracy to give them a place 
in the above table. The cost of the Rochester and Syracuse road is 
estimated. 

Railroads from the city of New YorJc to Montreal, Canada. — The roads^ 
that make up the line from the city of New York to Montreal consti- 
tute a very important route of commerce and travel. The city of Mon- 
treal is the commercial emporium of the Canadas, and is a large and 
flourishing town. It lies very nearly north, and at a distance of about 
four hundred miles from New York. The roads which connect these 
cities lie in the gorge which divides in two the great mountain range 
extending, unbroken, except in New York, nearly from the Gulf of 
Mexico to the Gulf of St. Lawrence. This basin, or gorge, is occu- 
pied by the Hudson river, Lake Champlain, and the outlet of the latter 
to the St. Lawrence — the river Sorel. The route, as will be seen, is 
remarkably direct and favorable, as far as its physical characteristics 
are concerned ; and as it connects the commercial metropolis of this 
continent with the great city of the St. Lawrence, and traverses a con- 
stant succession of large and flourishing towns, its importance will be 
readily appreciated. 

This great route is made up, for a large portion of the distance, of 
two distinct lines. The first link, from New York to Albany, is com- 
posed of the Hudson river and Harlem roads; the second, from Albany 
to Rutland, Vermont, is made up of the Troy and Boston, and Western 
Vermont roads, and the Albany and Northern, and Rutland and Wash- 
ington roads. From Rutland only one line is in operation, composed 



COLONIAL AND LAKE TRADE. 245 

of the Rutland and Burlington, Vermont and Canada, and Champlain 
and St. Lawrence roads, A road is also projected upon the west bank 
of Lake Champlain, which, when completed, will give two distinct 
lines for the whole distance between New York and Montreal. From 
Albany and Troy a railroad is in operation to Whitehall, the southern 
terminus of the lake. A road is also in operation from Montreal to 
Plattsburg, a distance of about sixty miles, and a comparatively short 
link only is wanting to constitute a new and independent route between 
New York and the St. Lawrence river ; which there is every reason to 
believe will soon be supplied. 

The above line of road, though recently opened, already commands 
an amount of travel fully equal to the importance of the connexions 
it sustains. Its through-freight business is not so large as its passen- 
ger travel, for the reason that a large portion of the line follows the 
immediate bank of an excellent navigable water-line, which, in the 
summer season, commands the heavy freight. In the winter it will 
become the channel of trade as \vell as of travel. As a pleasure 
route it presents uncommon attractions, which will secure to it a large 
business in the dull season for freight. The inland lines in Vermont 
and New York, however, traverse sections of country capable of sup- 
plying a very large local traffic both from their agricultural and min- 
eral resources. 

Among the most remarkable topographical features of this country 
is the severance of the great Alleghany range by the Hudson and 
Mohawk rivers, on the one hand, and Lake Champlain on the other. 
So deep are these indentations that the ^^long levd''^ of seventy miles 
on the canal, occupying the summit of the ridge which divides the 
waters running into Lake Ontario from those flowing into the Hudson 
river, and which coresponds to the crest of the AUeghanies, is nearly 
one hundred feet below the surface of Lake Erie, and might, with 
some additional expense, have been fed from that source 

Lake Champlain is only eighty -seven feet above the ocean, and the 
summit between it and the Hudson is only one hundred and forty- 
seven feet above tide-water, and only twenty-three feet above the 
latter where the Champlain canal intersects it. In approaching New 
York from the interior, which is in the direction of the heavy trade, 
the above routes are the most favorable to economical transit, nothing 
being lost in overcoming adverse grades. It is these facts that con- 
stitute these routes keys to an important portion of the commerce of 
the country, and have rendered New York the commercial metropolis. 

They are as w^ell adapted to railroads as to canals ; and as these de- 
pressions are bounded by high ranges of hills, the basin at the head of 
navigation on the Hudson must be regarded as one of the most impor- 
ant interior points in the railroad system of the country. Albany and 
Troy are the cities of the eastern States, lying upon tide-water, the most 
accessible from the interior, and are consequently the radiating points 
of some of our most important lines of improvement. The trwiks of 
these to tide-water are the Hudson river and Harlem roads, which bear 
the same relation to the roads occupying the routes above described, as 
does the Hudson river to the Erie and Champlain canals. These facts 



246 Andrews' report on 

are a sufficient illustration of the important relations borne by the 
Hudson river and Harlem roads to the raikoad system of the country. 

Railroads from LaJce Chamjylain to the St. Lawrence. — The Champlain 
and St. Lawrence and the Plattsburg and Montreal railroads have 
already been briefly described. The third and most important line of 
road uniting the above waters is the Northern^ connecting the lake with 
the river St. Lawrence, at Ogdensburg, a point above the falls on that 
river. This road, though in the State of New York, is properly a Bos- 
ton work, as it was planned and the means furnished for its construc- 
tion by that city. It is regarded as the key which opens to the roads 
terminating there the navigable waters of the lakes. 

An important extension of this road is under contract from its south- 
ern angle, near Potsdam, to Sackett's Harbor, on Lake Ontario. The 
completion of this link will form a complete chain of railroads through 
the northern portions of New York, connecting Lake Champlain with 
all the important ports on the eastern shore of Lake Ontario. 

The three leading lines already described constitute, with their 
branches, the great routes of railway travel and commerce in the State 
of New York. Li addition to the through business, they all traverse 
routes capable of supplying a lucrative local traffic ; particularly the 
lines in western New York. The description of the trunk lines will 
convey a sufficiently accurate idea of the objects and characteristics of 
their respective branches without a special notice of the latter. 

The most considerable line of road, not particularly alluded to, is 
the Long Island road. This was one of the earliest works of the kind 
in the State, and was constracted chiefly to accommodate the travel 
between the cities of New York and Boston. It is a somewhat remark- 
able fact that the pioneer work should be now entirely abandoned as a 
route of travel between the above cities. It is now only used to ac- 
commodate the local business upon its line, and consequently cannot 
be regarded as a work of much importance. 

Delaware and Hudson canal. — This work was constructed for the 
purpose of opening an outlet for the northern Pennsylvania coal-field. 
It extends from Roundout to Honesdale, in Pennsylvania, a distance of 
108 miles, and is connected at that place with the coal-fields by a rail- 
road. It is a well-constructed work,- t)f large capacity, and has proved 
a very useful one, not only on account of its coal trade, whence its 
chief revenue, but from its local traffic. 

Measures are also in progress for the construction of two considera- 
ble lines in the western portion of the State — one from the city of 
Rochester, following the valley of the Genesee river, to Oiean ; and 
the other from Buffalo, probably to the same point. The objects in- 
ducing the construction of these roads, independent of local considera- 
tions, are the communications which they promise to open through the 
Alleghany valley road with Pittsburg and the coal-fields of northern 
Pennsylvania. Both routes traverse districts of great fertility, which 
cannot fail to afford a good business. The value of a railroad con- 
nexion between Buffalo and Rochester, the two most important cities 
of western New York, and Pittsburg, which is at the head of navigation 
on the Ohio, will be readily appreciated. 

An examination of the accompanying map will show how complete 



COLONIAL AND LAKE TRADE. 247 

is the S3^stem of public works in New York, constructed with a view of 
commanding the trade of the interior of the country. As previously 
stated, a large portion of this trade naturally falls upon the great lakes, 
from the facihties they offer for reaching a market. The importance 
of this great water-line is still farther increased from the fact that most 
of the leading works of the West, designed to be routes of commerce, 
rely on it as a base. The commercial or business outlet for the lal^Jes, 
as well as of the works connected with them, has been the Erie canal. 
That^work comes in contact with the lakes at only two points, Buffalo 
and Oswego. The railroad, on the other hand, by the greater facility 
of its construction, opens as many outlets from the lakes to tide-water 
as there are harbors upon the former accessible to its commercial 
marine. New York is now profiting to the utmost by her advantages 
in reference to western trade. Nearly every good harbor, as well on 
Lake Erie as on Ontario, either is or soon will be connected with tide- 
water by railroads, actually constructed or in progress. Already such 
connexions are formed with the harbors of Cape Vincent, Sackett's 
Harbor, and Lewiston, on Lake Ontario ; and roads are in progress 
from Great and Little Sodus bays and Charlotte, with similar objects. 
On Lake Erie, roads already extend from Tonawanda, Black Rock, 
Buffalo, Dunkirk, and Erie, Pennsylvania, to tide- water ; so that in- 
stead of only two outlets for the trade of the West, at Buffalo and Os- 
wego, there are to be at least six times that number in New York 
alone. The facilities given to the commerce of the country by all these 
lines must prove not only of utihty to this commerce, but to the trade 
and prosperity of the State and city of New York. The additional 
avenues to market, already opened and in progress, will, by a healthy 
competition, reduce the cost of transportation to the lowest possible 
point, and stimulate the movement of property and merchandise to an 
extraordinary degree. While every region of the United States is 
making extraordinary exertions to turn to themselves the interior trade 
of the country. New York is preparing for the most formidable compe- 
tition with her rivals, and makes the most of the means within her 
reach to maintain her present pre-eminence. 



RAILROADS OF NEW ENGLAND. 

State of Massachusetts.— Po^nl^iiioxi in 1830, 610,408; in 1840, 737,- 
699 ; in 1850, 994,514. Area in square miles, 7,800 ; inhabitants to 
square mile, 127.49. 

State o/ Vermont.— Vo])u\3X\on in 1830, 280,652; in ]840, 291,948; 
in 1850, 314,120. Area in square miles, 10,212 ; inhabitants to square 
mile, 30.76. 

State of Neiv Hampshire.— FopulaUon in 1830, 269,328 ; in 1840, 
284,574; in 1850, 317,976. Area in square miles, 9,280 ; inhabitants 
to square mile, 34.26. 



248 

The Massachusetts System. 

Under this head will be embraced a notice of the railroads of the 
States of Massachusetts, New Hampshire, and Vermont, as the lines of 
these States constitute one general system, and have been constructed 
by means furnished chiefly by the city of Boston. 

Western milroad. — ^No sooner had the people of this country become 
acquainted with the part that railroads are capable of performing in 
commercial affairs, than the city of Boston conceived the bold idea of 
securing to itself the trade of the interior, from which it had previously 
been cut off by the impossibility of opening any suitable communica- 
tion by water. It w^as this idea that gave birth to the Western railroad 
project, the most important which has yet been consummated in New 
England, and one of the most so in the United States. This W'ork has 
probably exerted a wider influence, as the best illustration of what 
railroads accomplish for the advancement and welfare of a people, than 
any similar work in the country. From the largeness of the enterprise, 
the early period of our railroad history in which it was undertaken, and 
the difficulties in the w^ay of its construction, it is properly referred to 
as a fitting monument of the sagacity, skill, and perseverance of the 
merchants of Boston. The completion of this road may be considered 
as establishing the railroad interest of this country upon a firm basis. 
It showed what could be accomphshed, and the influence such works 
were calculated to exert upon the course of trade, and in promoting the 
prosperity of all classes. It imparted a new impulse to the internal- 
improvement feeling of the country, under which our railroad enter- 
prises have moved forward, with increasing strength and vigor, to the 
present time. 

The Western railroad, when its objects, direction, and the obstacles 
in the w^ay of its construction are considered, is certainly a remarkable 
work. Through it the city of Boston proposed to draw to herself the 
trade and produce of the West, from the very harbor of New York, 
(for the Albany basin can only be regarded as a portion of her harbor;) 
and to open in the same direction an outlet for the product of her man- 
ufactures, and of her foreign commerce. It is w^ell knowm that these 
efforts have been so far successful as to secure to Boston a large 
amount of western trade, w^hich otherwise would have gone to New 
York, and to render the Western road her channel of communication 
between the former city and the West. It was only when menaced 
by this work, that New York successfully resumed the construction of 
the Erie railroad ; and it is not too much to say, that but for the former, 
the Erie road would probably have been abandoned, even after the 
expenditure of many millions of dollars, and the Hudson River railroad 
project remained untouched up to the present time. 

The Western railroad, though constructed at immense cost, has 
proved to be one of the most productive w^orks in the United States, 
paying an annual dividend of eight per cent., besides accumulating a 
large sinking fund. It has been the chief instrument of the extraordi- 
nary progress of Massachusetts in population, wealth, and commercial 
greatness, from 1840 to 1850. It supplies the State with a large por- 
tion of many of the most important articles of food. It opened an out- 



COLONIAL AND LAKE TRADE. 249 

let to the products of her manufacturing establishments and her foreign 
commerce, and stimulated every industrial pursuit to an extraordinary 
degree, and, from the results that have followed its opening, forced all 
our leading cities to the construction of similar v^orks, with similar 
objects. 

Railroads from Boston to Lalce Champlain and the St. Lawrence. — The 
Western railroad, though accomplishing greater results, and exerting a 
wider influence upon the varied interests of the State, than either were 
t)r cjould, with reason, have been anticipated, secured to the city of 
Boston only a small portion of the western produce reaching Albany. 
As tlie canal, which has been the avenue for this produce, is in opera- 
tion only during the period of navigation on the Hudson river, it is 
found that this produce can be forwarded to New York by water much 
cheaper than to Boston by railroad. Cost of transportation always de- 
termines the route. At the dullest season of the year for freights, flour 
is often sent from Albany to Liverpool at a cost not exceeding twenty- 
five cents per barrel, which is only equal to the lowest rate charged 
fi-om Albany to Boston. The Western railroad, therefore, though a 
convenient channel through which the people of Boston and of Massa- 
chusetts draw their domestic supplies of food, is found unable to com- 
pete with the Hudson river as a route for produce designed for exporta- 
tion to foreign countries or to the neighboring States. It failed to secure 
one of the leading objects of its construction. Its fault, however, was 
not so much ascribed to the idea upon which the road was built, as to 
the route selected to accomplish its object. It was felt that a route 
farther removed from the influence of the New York system of public 
works must be selected, and this conviction led to the project of a 
direct line of railroad from Boston to the navigable waters of Lake On- 
tario, passing to the north of Lake Champlain. This line, freed from 
all immediate competition, and from the attractive influence of other 
great cities, would, it was believed, secure to Boston the proud pre- 
eminence of becoming the exporting port of western produce, and, as 
a necessary consequence, the emporium of the country. 

This great line has been completed ; but it has too recently come 
into operation to predict, with any certainty, the result. From Boston 
to Lake Champlain it is composed of two parallel lines : one made up 
of the Boston and Lowell, Nashua and Lowell, Concord, Northern 
(New Hampshire,) and Vermont Central ; the other of the Fitchburg, 
a part of the Vermont and Massachusetts, Cheshire, and Rutland roads. 
From Burlington, on Lake Champlain, these roads are carried forward 
upon a common trunk, composed of the Vermont and Canada, and 
Ogdensburg (northern New York) roads, to Ogdensburg, on the St. 
Lawrence, above the rapids in that river, thus forming an uninter- 
rupted line from the navigable waters of the great basin to the city of 
Boston. 

The lower portions of these lines in Massachusetts and New Hamp- 
shire were, in the outset, constructed chiefly with local objects in view. 
It was not until the State of Vermont was reached, that more compre- 
hensive shemes began to give direction and character to the railroad 
enterprises in that quarter. The Vermont Central, the Rutland, and 
the Ogdensburg roads were commenced nearly simultaneously. The 



250 



REPORT ON 



leading object in their construction was that to which we have already 
adverted. Only with such objects to be realized in the future, and 
not during the progress of the works, could they have been accom- 
plished. Men were called upon to make — and they contributed under 
a conviction that they were making — -great present sacrifices for a fu- 
ture and prospective good. The constancy with which these works 
have been sustained and carried forward under circumstances the most 
discouraging, and under an unexampled pressure in the money market, 
reflects high credit upon the people of Boston, by whom the money for 
them has been chiefly furnished, and is the best possible evidence of 
the value of the prize sought to be gained. 

By means of the line above described, a railroad connexion is opened 
with Montreal, through which that city now receives a large amount of 
her foreign imports, both from the United States and Great Britain. 
This trade has already far exceeded expectation ; and as the city of 
Boston is a convenient winter port for Montreal, the latter will, un- 
doubtedly, continue to receive a large amount of her winter supplies of 
merchandise through the former, giving rise to a large and profitable 
traffic, both to the railroads connecting the two, and to the cities them- 
selves, and tending to strengthen the position of each, as far as its hold 
upon the trade of the country is concerned. 

Should the line of railroad connecting Ogdensburg and Boston prove 
unable to compete successfully with the New York works, in the car- 
riage of western produce, so far as the export trade is concerned, it 
will, undoubtedly, supply the demand for domestic consumption, and in 
this way not only secure a profitable traffic, but prove of great utility 
to the manufacturing and commercial districts of New England. For 
the articles of flour, corn, and cured provisions, the New England States 
depend principally upon the West. To supply these articles in a cheap, 
expeditious, and convenient manner, the above line is well adapted. It 
not only traverses many of the most important points of consumption, 
but connects with other roads penetrating every important portion of 
New England. 

Were those immediately interested in the above roads to derive no 
other advantage than that of receiving their supplies of western pro- 
ducts, and forwarding over them in return those of their own factories, 
they would be fully compensated for all their outlay. The unexampled 
progress of New England in population and wealth, in spite of all her 
disadvantages of soil and climate, proves, most conclusively, the wis- 
dom and foresight of her people in constructing their numerous lines of 
railroad, which ally them to the more fertile and productive portions of 
the country. 

The distance from Boston to Ogdensburg is about four hundred and 
twenty-five miles. The rates charged for the transportation of a barrel 
of flour between the two have ranged from sixty to seventy-five cents 
per barrel, which is less than the cost on the Erie canal for the same 
article from Buffido to Albany, (a distance of three hundred and sixty- 
three miles,) for many years after its opening. Upon a considerable 
portion of the above line the grades are somewhat unfavorable, but not 
more so than upon other fines of road that aspire to a large through- 
traffic. 



COLONIAL AND LAKE TRADE. 251 

Table showing the cost of the various lines of 'public imj)rovements constructed 
for the jnirjjose of securing to Boston the trade of the basin of the St, Law- 
rence and the West, 

Western railroad, including Albany and West Stockbridge . $9,953,758 

Boston and Lowell 1,945,646 

Lowell and Nashua 651,214 

Concord „. 1,485,000 

Northern 2,768,000 

Vermont Central „ 8,500,000 

Fitchburg 3,612,486 

Vermont and Massachusetts 3,450,004 

Cheshire 2,777,843 

Rutland 4,500,000 

Vermont and Canada 1,500,000 

Ogdensburg or Northern 5,200,000 

46,343,951 



Althcugh only a portion of the Vermont and Massachusetts road is 
used in the above line, the total cost of the road is included, as it is 
proposed to make this road a part of a new line to the West, to be 
effected by tunnelling the Hoosac mountains. 

In addition to the roads aiming at Lake Champlain, there are two 
important lines, the Connecticut and Passumpsic, and the Boston, 
Concord, and Montreal roads — the former in Vermont, and the latter in 
New Hampshire — having a general northerly direction, which are de- 
signed to be ultimately extended to Montreal. The former has reached 
St. Johnsbury, a distance of two hundred and thirty-eight miles from. 
Boston, and three hundred and thirty-two from New York — a higher 
point than any yet attained by any New England road, with the 
exception of the Atlantic and St. Lawrence and the Vermont and 
Canada roads. The latter is nearly completed to Wells river, where it 
will form a junction with the Connecticut and Passumpsic road. The 
former will undoubtedly be soon extended about thirty miles farther 
north, to Island Point, which is the point of junction of the Atlantic 
and St. Lawrence and St. Lawrence and Atlantic railroads, through 
which it will have a railroad connexion both with Montreal and Que- 
bec. The Boston, Concord, and Montreal railroad is now being ex- 
tended to Littleton, a distance of twenty miles farther north, and will 
undoubtedly be continued up the valley of the Connecticut, for the 
purpose of forming a junction with the Atlantic and St. Lawrence road 
near Lancaster, 

The Boston and Worcester road, next to the Western, is the most im- 
portant project in the State. With the former, it makes a part of the 
through line to Albany, previously noticed. It is the only channel of com- 
munication between the city of Boston and the central portions of the 
State, and commands a large local revenue in addition to its through- 
traffic. It is one of the most expensive, and at the same time one of 
the most profitable works of the kind in the country. 

The Boston and Lowell, the Fitchburg, and the Lowell and Nashua 



252 

roads, have already been briefly noticed in describing the great lines 
of which they severally form the trunks. All these possess a very large 
and lucrative local business, independent of what they derive from in- 
tersecting roads. They deservedly rank among the leading roads of 
the State, and the former was a pioneer work of the kind in this country. 

Of the roads radiating from Boston in a southerly direction, the lead- 
ing line is the Boston and Providence, which derives especial import- 
ance from connecting the two largest cities in New England. It also 
forms a part of one of the most popular routes to New York, and holds 
a conspicuous position from the necessarily intimate relation it bears 
to one of the great routes of commerce and travel. The next most im- 
portant road in the southern part of Massachusetts is the Fall River 
road, which connects Boston with Fall River, a large manufacturing 
town, and constitutes a portion of another through-route to New York. 

The other roads in this portion of Massachusetts, though of consider- 
able local consequence, do not, for the want of connecting lines, pos- 
sess any considerable interest for the public. 

Railroads from Boston eastward. — Two important works, the Boston 
and Maine and Eastern roads, connect Boston with the State of Maine, 
traversing the northeastern portion of Massachusetts and the southeast- 
ern portion of New Hampshire. They form a junction soon after enter- 
ing Maine, and are carried forward by the Portland, Saco, and Ports- 
mouth railroad to Portland. The two former run through an almost 
continued succession of large manufacturing towns, which afford a very 
lucrative traffic to both lines. These roads are daily becoming more 
important from the rapid extension of railroads in Maine, and the prob- 
able construction of the European and North American railroad, con- 
necting the Maine system of roads with St. John and Halifax, in the 
lower British provinces, which is destined to become a great route of 
travel between the Old World and the New. The above-named lines 
have already a very large through as well as local traffic, and occupy 
a conspicuous position as a part of our great coast-line of railroads. 

There are several lines of road traversing the State of Massachusetts 
from north to south, of much consequence as through routes ; among 
which may be named the Connecticut River line, and that made up of 
the Worcester and Nashua and the Norwich and Worcester and Providence 
and Worcester roads. These lines traverse districts filled with an ac- 
tive manufacturing population, for which they open a direct railway 
communication with New York, the great depot both of the foreign and 
domestic trade of the United States. 

The western portion of the State is also traversed from north to south 
by a line composed of the Housatonic and a branch of the Western 
road, extending to the town of North Adams. There are, too, in addi- 
tion to these, numerous local works in the State, which do not call for 
particular notice. 

In the State of New Hampshire there is but one work having for its 
object the concentration within itself of the trade of the State — the 
Portsmouth and Concord railroad. The principal motive in the con- 
struction of this road was to open a communication with the trade of 
the interior, and prevent its being drawn off" to Boston on the one hand, 
and Portland on the other. This work secures to the city of Ports- 



COLONIAL AND LAKE TRADE. 253 

mouth all the advantages of a connexion with the line already described, 
by which the city of Boston proposes to draw to herself the trade of 
the West, and will undoubtedly contribute much to sustain the trade 
and commercial importance of the former. 

The line of road traversing the Connecticut valley is briefly de- 
scribed under the "Railroads of Connecticut," and those traversing the 
western part of Vermont are embraced in the notice of the New York 
system. 



CONNECTICUT AND RHODE ISLAND. 

Connecticut.^Fo^nlsition in 1830, 299,675 ; in 1840,309,978 ; in 1850, 
370,791. Arear in square miles, 4,674; inhabitants to square mile, 
79.33. 

Rhode 75Za7^J.— Population in 1830, 97,199 ; in 1840, 108,830 ; in 
1850, 147,545. Area in square miles, 1,306 ; inhabitants to square 
mile, 112.97. 

The railroads of Connecticut and Rhode Island, though numerous, 
and some of them important, derive their chief consequence from the 
relations they sustain to the works of other States, in connexion with 
which they constitute parts of several main routes of travel. 

The most prominent of these is the great line connecting Boston and 
New York. The portion of this line in Connecticut is made up of the 
New York and New Haven, and the New Haven, Hartford, and Sprivg- 
field roads. These roads, in connexion with the Western and Boston 
and Worcester, constitute the great travelled land route connecting New 
England with New York, which justly ranks with the most important 
passenger roads in the United States, as it is one of the most profitable. 

The travel between New York and Boston has also given birth to 
other projects, claimed to be still better adapted for its accommoda- 
tion. The most prominent of these is the Air-Line road, designed to 
follow a nearly straight route between New Haven and Boston. 
Although this scheme has been long before the public, it has not been 
commenced, but there now appears to be a strong probability that it 
will be successfully undertaken. To open this route will only require 
the construction of that portion of it lying in Connecticut, as the Massa- 
chusetts link is already provided for by the Norfolk county road. 

Another road, constructed partly with a view to giving a new route 
between Boston and New York, is the New London and New Haven 
road, recently opened to the public. This road is to be extended east, 
both to Stonington and Norwich, to form a connexion at the former 
place with the Norwich and Worcester, and at the latter with the Stoning- 
ton, roads. By these connexions, two new routes would be formed be- 
tween Boston and New York, one of which would take the important 
city of Providence in its course. It is, therefore, probable that at no 
distant day there will be four independent land routes between New 
York and Boston, in addition to the three lines now in operation, partly 
by water and partly by railroad. 



254 ANDREWS* REPORT ON 

By far the greater part of the travel, and no inconsiderable portion 
of the trade, between Boston and New York, is carried over the routes 
last named, which are known as the Fall River, Stonington and Nor- 
wich and Worcester routes ; the first is composed of the Fall River road; 
the second of the Boston and Providence, and Stonington ; and the 
third, of the Boston and Worcester, and Norwich and Worcester, and 
their corresponding lines of steamers. All these routes are justly cele- 
brated for the comfort and elegance of their accommodations ; the ease, 
safety, and dispatch with which their trips are performed ; and are 
consequently the favorite routes of travelling by a large portion of the 
business and travelhng pubhc. The distance betw^een Boston and New 
York, b}^ these routes, is about 230 miles. 

The other leading hues in Connecticut are the Housatonic, extending 
from Bridgeport to the State of Massachusetts, and connecting with the 
roads in the western part of that State ; the NaugatucJc, extending 
from Stratford to Winsted, a distance of about 60 miles ; and the Canal 
railroad, extending from New Haven and following the route of the 
Old Farmington canal to the northern part of the State, whence it is to 
be carried forward to Northamipton, in Massachusetts. An important 
line of road is also in progress from Providence, centrally through the 
States of Rhode Island and Connecticut, to Fishkill, on the Hudson 
river, taking the city of Hartford in its route. This road is regarded 
with great favor by the cities of Hartford and Providence, as a means 
of connecting themselves with the Hudson, through w^hich both draw 
a ver}^ large amount of some important articles of consumption, such as 
breadstuffs, lumber, coal, and the like. 

The railroads lying principally in Rliode Island are the Stonington, 
which has already been noticed, and which is chiefly important 
as a part of one of the leading routes between Boston and New York ; 
and the Providence and Worcester road. The latter is an important local 
work, traversing for almost its entire distance a constant succession of 
manufacturing villages. It is also an important through-road to the 
city of Providence, bringing her in connexion wdth the Western rail- 
road and the central portions of Massachusetts, and v/ith New Hamp- 
shire and Vermont, by means of the railroads centering at Worcester. 

The Boston and Provide?ice railroad, lying partly in Rhode Island, is 
already sufficiently described in the notice of the Massachusetts rail- 
roads. 

Another im.portant line of railroads, not particularly noticed, which 
may be embraced in the description of the ''railroads of Connecticut," 
is the great line following the Connecticut valley. This line, though 
composed of several distinct works, is in all its characteristics a homo- 
geneous line. It traverses the most fertile, picturesque, and attractive 
poition of New England, and is important both from the large traffic 
and the pleasure-travel it commands. No line of equal extent in the 
United States presents superior attractions. It has already reached St. 
Johnsbury, Vermont, a distance of about 330 miles from New York, 
and 254 lirom New Haven. Measures are now in progress to secure 
its extension about 30 miles farther north to Island Point, there to form 
a junction with the St. Lawrence and Atlantic railroad, in connexion 
with which a new, direct, and convenient route will be opened be- 



COLONIAL AND LAKE TRADE. 255 

tween New York and the New England States, and the cities of Mon- 
treal and Quebec. 



MAINE. 



Population in 1830, 399,455; in 1840, 501,798; in 1850, 583,169. 
Area in square miles, 30,000 ; inhabitants to square mile, 19.44. 

With the exception of the States of Maine and Connecticut, the rail- 
road system of New England rests upon Boston as a common centre ; 
by the capital of which it has been mainly constructed. The roads of 
Maine belong to an independent system, toward which the city of 
Portland bears the same relation as does Boston to the works already 
described. 

The leading road in Maine forms a part of the line connecting Mon- 
treal and Portland, made up of the Atlantic and St. Lawrence in the 
United States, and the St. Lawrence and Atlantic in Canada. This 
great work w^as first proposed to the people of Portland as a means of 
recovering the position they had lost from the overshadowing influence 
of their great rival, Boston, and of securing to themselves a portion of 
the trade of the West, which is now exerting such marked influence in 
the progress of all our great commercial towns. 

Portland possesses some advantages over any other city east of New 
York, in being nearer to Montreal, the emporium of the Canadas ; and 
in possessing a much more favorable route for a raihoad from the 
Atlantic coast to the St. Lawrence basin than any other, east of the 
Green Mountain range. The city of Montreal, being accessible from 
all the great lakes by the largest craft navigating these waters, is 
the convenient depot for the produce collected upon them. When 
once on ship-board, this produce may be taken to Montreal at slightly 
increased rates over those charged to Buffalo, Oswego, or Ogdensburg; 
but the want of a winter outlet from Montreal to tide-water has se- 
riously retarded the growth and prosperity of that city, and prevented 
her from reaping all the advantages from her connexion, by her 
magnificent canals, with the trade of the West, which she would 
have secured by a convenient winter outlet. Formerly large amounts 
of western produce w^ere usually collected there during the autumnal 
months, and warehoused till spring, and then shipped to England. 
Shipments by this route involved the necessity of holding produce 
received late in the season some four or five months. The inconve- 
niences and losses arising from these causes, aided by the repeal of the 
Enghsh corn laws, were among the prominent reasons which led to 
the commercial arrangements by which colonial produce and merchan- 
dise are allowed to pass, in bond, through the territories of the United 
States. This arrangement had a tendency to divert a large trade from 
Montreal, and threatened the most disastrous consequences to its trade 
and prosperity. In view of this state of things, its citizens espoused 
and prosecuted the railroad to Portland with great energy and zeal. 
The whole work is far advanced toward completion on both sides 
of the line. The portion within the United States will be finished 



256 ANDREWS' REPORT ON 

during the present year, and the Canadian portion by the 1st of July, 
1853. It occupies the shortest practicable route between the St. Law- 
rence river and the Atlantic coast. Its grades are favorable, nowhere 
exceeding fifty feet to the mile in the direction of the heavy traffic, or 
sixty feet on the opposite course. The gauge of the whole road is to 
be five and a half feet. As no transhipment will be necessary upon 
this road, and as its operations can be placed substantially under one 
management, it is believed that produce can be transported over it at 
much lower rates than the ordinary charges upon railroads. 

As before stated, the plan of a railroad from Portland to the St. Law- 
rence originated in the idea of the possibility of making that city the 
Atlantic terminus of a portion of the trade of the St. Lawrence and the 
great lakes. The city of New York had so long been in the exclusive 
possession of this trade, as to create the idea that she held it by a sort 
of natural and inalienable right. When the idea was proposed of turn- 
ing this trade through a new channel, and of bringing it to the Atlantic 
coast at a point some four hundred miles northward, the boldness of 
such a proposition was enough to stagger the credulity of every one 
who did not feel himself immediately interested in the result. As 
soon, however, as the prospect was fully unfolded to the people of 
Portland, its apparent practicabihty, and the advantages which it 
promised to secure, took complete possession of the public mind, and 
the city resolved, single-handed, to undertake the construction of a work 
running, for a considerable portion of its distance, through compara- 
tively unexplored forests ; travershig for one hundred miles, at least, 
the most mountainous and apparently most difficult portion of the east- 
ern States for railroad enterprises ; and involving a cost, for the Ameri- 
can portion alone, of over five millions of dollars. Repeated attempts 
had been made to construct a short road, for the accommodation of 
local traffic, upon the very route since selected for the great line, but 
without success. The inducements held out were not regarded suffi- 
cient to warrant the necessary outlay. It was only by assuming that 
the people of Portland held within their grasp the trade of one of the 
most important channels of commerce in the whole country, that they 
could be induced to make the efforts and sacrifices necessary to suc- 
cess. These efforts and sacrifices have been made. The project is on 
the eve of realization, and the wisdom in which the scheme was con- 
ceived, and the skill and ability displayed in its execution, give the 
most satisfactory assurance of complete success. 

The length of this line, the construction of which devolved upon the 
people of Portland, is about one hundred and sixty miles, costing about 
$35,000 per mile, or an aggregate of nearly $6,000,000. The first 
step in the process of construction was a stock subscription of over 
$1,000,000 by the citizens of Portland, aided by some small contribu- 
tions from towns on the route — for the project was regarded by all 
others as a mere chimera. This was expended in construction, and 
was sufficient to open the first division, which, running through an ex- 
cellent country, at once entered into a lucrative traffic. The city of 
Portland then obtained, by two several acts of the legislature, permis- 
sion to pledge its credit to the road to the amount of $2,000,000. These 
sums, with some further additions to its stock, furnished a cash capital 



COLONIAL AND LAKE TRADE. 257 

of over $3,000,000 to the work. The necessary balance has been 
raised upon stock subscriptions. by coatractors and company bonds. In 
this manner has a city of 20,000 inhabitants secured the construction 
of a first-ciass railroad, connecting it with the St. Lawrence by the 
shortest route practicable for a railroad from any of our seaports. The 
amount actually paid in to the project by the people of Portland will 
exceed $50 in cash to each individual, in addition to ^100 to each, 
represented by the credits that have been extended. It is believed that 
810 better monument exists in this country of the energy and enterprise 
of our people, and the successful co-operation of one community in the 
execution of a great enterprise by which all are, relatively speaking, 
to be equally benefitted. It is an example which cannot be studied 
and imitated without profil. 

Prior to the construction of the Atlantic and St. Lawrence railroad, 
the only railroad of importance in the State was the Portland, Saco and 
Portsmouth road, which connected its commercial metropolis with the 
railroad system of Massachusetts. This road was constructed by per- 
sons interested in the connecting lines, as a necessar}?" extension of their 
own. When the city of Portland was reached, their objects were re- 
garded as secured. Any further extension o[ railroads in Maine was 
looked upon as of doubtful utility to the interests of the cit}' of Boston, 
the great centre of the New England system. It was felt that the con- 
struction of railroads north and east from Portland, into the interior, 
might concentrate in that city the trade of the State, which had been 
almost exclusively enjoyed by the former. This trade was already 
secured and sufficiently accommodated, as far as Boston was con- 
cerned, by the extensive commercial marine of the two States; and the 
construction of railroads, it was felt, might lessen instead of strengthen- 
ing the grasp by which she held it. While every other portion of the 
country was embarking in railroads, the conviction grew up that Maine 
was not the proper theatre for such enterprises, or, if it were, the people 
felt their means unequal to their construction, and it ^as known thai 
no foreign aid would be had. All such projects, therefore, came to be 
regarded with comparative indifference. In this condition of the public 
mind the Atlantic and St. Lawrence scheme was proposed, and with 
it a system of railroads independent of the rest of the New England 
States, which should concentrate within her own territory her capital 
and energies, and which should not only place her in a commanding 
position in reference to the trade of the West, but, at the same time, 
place her en route of the great line of travel between the Old and New 
Worlds — a position combining all the advantages of the most favorable 
connexions with the domestic trade of the country and with foreign 
commerce and travel. These propositions constitute an era in the his- 
tory of the State. A new life was infiised into the public mind, 
and objects of the highest value held out as the reward of new efforts. 
The effect upon the policy and pubhc sentiment of the State has 
been magical. The whole people felt and saw that they have rights 
and interests to maintain and vindicate, and that Maine, instead of be* 
ing a remote and isolated State, removed from participation in the pro- 
jects and schemes which are effecting changes so marvellous upon the 
face of society, could be brought by her own efforts into the very focus 



258 Andrews' report on 

of the great modern movement. A new destiny was opened before 
her. To this call she has nobly responded, and the State is alive with 
projects that promise, in a few years, to secure to every portion of it 
all necessary railroad accommodations, with the results which always 
follow in their train. 

Next in importance to the Atlantic and St. Lawrence railroad is the 
Euro-pean and North American project, which is designed to become a 
part of the great route of travel between the Old World and the New. 
Under the above title is embraced the line extending from Bangor, 
Maine, to Halifax, Nova Scotia, taking St. John, New Brunswick, in 
its route. From Bangor west, the line is to be made up of the Penob- 
scot and Kennebec road, now in progress ; the Androscoggin and Ken- 
nebec road, with a portion of the Atlantic and St. Lawrence, now in 
operation. When the whole line shall be completed, it is claimed that 
the transatlantic travel will pass over this road to and from Halifax, 
and that through Maine will be the great avenue of travel between 
Europe and America. Without expressing any opinion as to the sound- 
ness of such claims, their correctness is at present assumed, and is made 
the basis of action on the part of the people of the State, and, to a cer- 
tain extent, gives character and direction to their railroad enterprises. 

Of this great line, that portion extending from Portland to Water- 
ville, a distance of eighty-two miles, is already provided for by a por- 
tion of the Atlantic and St. Lawrence, and the Androscoggin and Ken- 
nebec railroads. The portion from Waterville to Bangor, something 
over fifty miles, is in progress. From Bangor to the boundary line of 
New Brunswick, no definite plan has been agi'eed upon ; although the 
subject is receiving the careful consideration of the parties having it in 
charge, and no doubt is expressed that such measures will be taken as 
shall secure complete and early success to the measure. The New- 
Brunswick portion of it is already provided for by a contract with a 
company of eminent EngHsh contractors, who, it is believed, will also 
undertake the P^va Scotia division. Of the realization of this scheme 
at the earliest day there can be no doubt. The plan meets with as 
hearty approval in the provinces, and in Great Britain, as it does in 
Maine ; and on both sides of the water are the results claimed fulty 
conceded. Such being the fact, foreign capital will be certain to sup- 
ply, and is, indeed, now supplying, whatever may be lacking in this 
country. 

Another leading road in Maine is the Kennebec and Portland, ex- 
tending from Portland to Augusta, upon the Kennebec river, a dis- 
tance of over sixty miles. This road it is proposed to extend, to form 
a junction with the Penobscot and Kennebec, by which it will become 
a convenient link from Portland east in the great European and North 
American line already referred to. 

An important line of road is also in progress, to extend from Portland 
to South Berwick, there to form a junction with the Boston and Maine 
road — thus forming two independent lines of railroad between Portland 
and Boston. A portion of this line is in operation, and the whole 
under contract, to be completed at an early day. 

A project of considerable importance is also at the present time 
engrossing the attention of the people of Bangor — that of a railroad 



COLONIAL AND LAKE TRADE. 259 

following the Penobscot river up to Lincoln, a distance of about fifty 
miles. As the route is remarkably favorable, and easily within the 
means of the city of Bangor, its speedy construction may be set down 
as certain. It is much needed to accommodate the important lumber- 
ing interest on that river. From Bangor to Oldlown — a distance of 
twelve miles — a railroad already exists, which will form a part of the 
above hne. 

The projects enumerated embrace a view of all the proposed works 
in Maine, of especial pubhc interest. 



NEW JERSEY. 

Population in 1830, 320,823; in 1840, 373,306; in 1850, 489,555. 
Area in square miles, 8,320; inhabitants to square mile, 58.84. 

The raih-oads of New Jersey, as do those of the State of Connecti- 
cut, derive their chief importance from their connexion with the routes 
of commerce and travel of other States. 

The most important roads in the State are those uniting New York 
and Philadelphia, the Camden and Amhoij and the New Jersey railroads, 
in connexion with the Philadelphia and Trenton road, lying within the 
State of Pennsylvania. Upon these roads are thrown not only the 
travel between the two largest cities in the United States, but between 
the two great divisions of the country. As might be expected from 
such relations, they command an immense passenger traffic, and rank 
among our most successful and productive works of the kind. They 
are much more important as routes of travel than of commerce, as the 
Raritan canal, which has the same general direction and connexions, is 
a better medium for heavy transportation. 

Another important work is the New Jersey Central, which traverses the 
State from east to west. At Eliza bethtown it connects with the New 
Jersey road, thus forming a direct railroad connexion between New 
York and Easton, on the Delaware river. This road, though locally 
important, is still more so from its prospective connexions with other 
great lines of road, either in progress or in operation. It is proposed to 
extend it up the valley of the Lehigh, and through the mountain range 
lying between the Delaware and Susquehanna rivers, to Catawissa, 
on the latter, from which it will be carried to Williamsport, to form a 
connexion with the Sunhury and Erie road, which is about to be com- 
menced. Upon the completion of these, the Central would not only 
form a very important avenue between the city of New York and the 
coal-fields of Pennsylvania, from which that city draws its supplies of 
fuel, but would unite the city with Lake Erie, opening a new and di- 
rect line for the trade of the West, and placing New York in very favor- 
able relations to the proposed Sunbury and Erie line. From Easton to 
Sunbury a large amount has already been expended for the purpose of 
opening the above communication, and no doubt is expressed that this 
project will be speedily realized. 

A road is also in progress from Trenton, designed to follow the Del- 
aware up to the Water Gap, for the purpose of connecting with the 



260 ANDREWS* REPORT ON 

proposed road from the Lackawanna valley to that place, and of open- 
ing an outlet for the latter in the direction of Philadelphia. This road 
has already been completed to Lambertville, and is in progress beyond 
that point. 

Another important road in this State, possessing similar characteris- 
tics with the Central, is the Morris and Essex, This road is now in 
operation to Dover, a distance of about forty miles from New York, 
and is in progress to a point on the Delaware river, opposite the Water 
Gap. From the Water Gap a road is proposed extending to the Lacka- 
wanna valley, at Scra?iton, the centre of very extensive depositee of 
iron and coal. The importance of a continuous line of railroad from 
the coal-fields of Pennsylvania to New York has already been adverted 
to. The extension of the Morris and Essex line into the Lackawanna 
valley is of the first consequence, from the connexion it would there 
form. This valley is already connected with western New York and 
the great lakes, and will be the focal point of a large number of roads,, 
constructed for the purpose of becoming outlets for its coal in a north- 
erly direction. By the opening of a railroad from this valley to New 
York, a new and important route would be formed between that city 
and the lakes, which could not fail to become a valuable one, both for 
commerce and travel. 

Through the northern part of the State, the Erie railroad is now 
brought to Jersey City by means of what is now called the Union rail- 
road, composed of two short roads, previously known as the Faterson 
and the Faterson and Ramo/po ; the track of this will be relaid, so as to 
correspond to the Erie gauge. Through this road the Erie is brought 
directly to the Hudson, opposite New York—a matter of great import- 
ance so far as its passenger traffic is concerned. The former is- leased 
to, and is run as a part of, the Erie road. 

A railroad is also in progress from Camden, opposite Philadelphia^ 
to Absecum Beach, on the Atlantic coast. This road will traverse the- 
State centrally, ^ from northwest to southeast, and will prove a great 
benefit to the country traversed. 

Canals of New Jersey^ 

There are two canals of considerable importance id the State- — the 
Delaware and Raritan, and the Morris and Essex. 

The Delaware and Raritan canal, the most considerable work of the 
two, commences at New Brunswick and extends to Bordentown, a dis- 
tance of 43 miles. It is 75 feet wide at the surface, and 47 at the 
bottom, and 7 feet deep. There are seven locks at each end, 110 feet 
long, and 24 feet wide, having eight feet lift each. These locks pass 
boats of 228 tons burden. The canal is supplied from the Delaware 
river, by a feeder taken out 22 miles above Trenton. This canal con- 
nects with the Delaware division of the Pennsylvania canals, and is 
the principal channel through which New York is supplied with coal. 
It also commands a large amount of freight between New York and 
Philadelphia, and is navigated by regular lines of propellers, running 
between the two cities. This work is of very great importance to the 
city of New York, as a means of supplying that city with coal, and 



COLONIAL AND LAKE TRADE. 261 

as a^ording a convenient channel of communication with Philadelphia. 
It is also an important work in a national point of view ; as, in con- 
nexion with the Chesapeake and Delaware and the Dismal Swamp 
canals, it forms an internal navigable water-line, commencing with 
Long Island somid, and extending south, and by way of the cities of 
New York, Philadelphia, Baltimore, and Norfolk, to the south part of 
North Carolina. This fact was regarded of great consequence to the 
commerce of the country, prior to the construction of railroads, as it 
would have enabled our people to maintain an uninterrupted commu- 
nication between the different portions of the country in the event of a 
war with a foreign power. 

Morris amd Essex canal— This work extends by a circuitous route 
from Jersey City to the Delaware river, at Easton. Its length is about 
one hundred miles. Its revenues are principally derived from the local 
traffic of the country traversed, and the transportation of coal, which 
is brought to Easton by the Lehigh canal. Its relations to the com- 
merce of the country are not such as to call for particular notice. 



PENNSYLVANIA. 

Populalioa in 1830, 1,348,233 ; in 1840, 1,724,033 ; in 1850, 2,311,- 
786. Area in square miles, 46,000 ; inhabitants to square mile, 50.25. 

The attention of the people of Pennsylvania was, at an early period 
in our history, turned to the subject of internal improvements, with a 
view to the local wants of the State, and for the purpose of opening a 
water communication between the Delaware river and the navigable 
waters of the Ohio. It was not, however, till stimulated by the exam- 
pie of New York, and the results which her great work, the Erie canal, 
was achieving in developing and securing to the former the trade of the 
West, that the State of Pennsylvania commenced the construction of 
various works which make up the elaborate system of that State. 

The great Pennsylvania line of improvement, extending from Philadel- 
phia to Pittsburg, was commenced on the 4th of July, 1826, and was 
finally completed in March, 1834. It is made up partly of railroad and 
partly of canal, the works that compose it being the Columbia railroad, 
extending from Philadelphia to Columbia, a distance of 82 miles ; the 
eastern and Juniata divisions of the Pennsylvania canal, extending from 
Columbia, on the Susquehanna river, to Hollidaysburg, at the base of 
the Alleghany mountains, a distance of 172 miles ; the Portage railroad, 
extending from Hollidaysburg to Johnston, a distance of 36 miles, and 
by which the mountains are surmounted ; and the western division of 
the Pennsylvania canal, extending from Johnston to Pittsburg, a dis- 
tance of 104 miles ; making the entire distance from Philadelphia to 
Pittsburg by this hne 394 miles. The canals are 4 feet deep, 28 feet 
wide at the bottom, and 40 at the water-line. Its locks are 90 feet long, 
and from 15 to 17 feet wide. The Alleghany mountains are passed by 
a summit of 2,491 feet, and the eastern division of the canal attains a 
height of 1,092 feet above tide-water. The Portage road consists of a 
series of inclined planes, which are worked by stationary engines. 



262 Andrews' report on 

The cost of this great line up to the present time has been about 
$15,000,000. 

The eastern division of the canal has an additional outlet, by means 
of the Tide-water canal, (a private enterprise,) which extends from 
Columbia to Havre de Grace, on the Chesapeake bay, in Maryland. 
It forms an important avenue between both Philadelphia and Balti- 
more and the interior of the State, as the boats that navigate it are, 
after reaching tide-water, conveniently taken to either city, as the case 
may require. 

The line of improvement we have described was constructed with 
similar objects, and bears the same relation to the city of Philadelphia 
as does the Erie canal to the city of New York. It has not, however, 
achieved equal results, partly from the want of convenient western 
connexions, from the unfavorable character of the route, and partly 
from the fact that the line is made up of railroad and canal, involving 
greater cost of transportation than upon the New York work. It has, 
however, proved of vast utility to the city of Philadelphia and to the 
State, and has enabled the former to maintain a very large trade w^hich 
she would have lost but for the above line. The comparatively heavy 
cost of transportation over this route has not enabled it to compete 
with the New York improvements, as an outlet for the cheap and bulky 
products of the West ; but so far as the return movement is concerned, 
it enjoys some advantages over the former, the most important of which 
is the longer period during which it is in operation. At the commence- 
ment of the season it opens for business about a month earlier than the 
Erie canal — a fact which secures to it and to the city of Philadelphia 
a very large trade long before its rival comes into operation; so that, 
although it may not have realized the expectations formed from it as 
an outlet for western trade, it has been the great support of Philadel- 
phia, without which her trade must have succumbed to the superior 
advantages of New York. 

It would be a matter of much interest could the movement of pro- 
perty, upon the two lines of improvement from tide-water to the navi- 
gable waters of the West, be compared, both in tonnage and value. 
The returns of the Pennsylvania works, however, do not furnish the 
necessary data for such a comparison. There are no methods of dis- 
tinguishing accurately the local from the through-tonnage, nor the 
quantity or value of property received from other States, as is shown 
upon the New York works. The returns of the business on the former, 
however, show only a small movement east over the Portage road, 
which must indicate pretty correctly the through movement. In the 
opposite direction the amount, both in value and tonnage, is much 
larger. A better idea, probably, can be formed of the value and 
amount of this traffic from the extent of the jobbing trade of Philadel- 
phia, a very considerable portion of which must pass over the above 
route. Philadelphia, though it does not possess a large foreign com- 
merce, is one of the great distributing points of merchandise in the 
Union ; and the large population and tlie very rapid growth of; that 
city, in the absence of the foreign trade enjoyed by New York, proves 
conclusive!}^ the immense domestic commerce of the former. 

Another great line of improvement undertaken by the State is com- 



COLONIAL AND LAKE TRADE. 263 

posed of the Susquehanjia division of the Pennsylvania canal, extending 
from the mouth of the Juniata to Northumberland, a distance of 39 
miles, and the North Branch canal, extending from Northumberland 
to the State line of New York, a distance of 162 miles, where it wiR 
connect with the New York State works and the numerous proposed 
lines of railroad centring at Elmira. Of this last-named canal, 112 
miles, extending from the mouth of the Juniata to Lackawannock, 
have been completed, at a cost of nearly $3,000,000, and the remain- 
der of the line is in rapid progress. As the lower part of this canal 
• will connect with the Pennsylvania, and- through this with the Tide- 
water canal, a great navigable water-line will be constructed, extend- 
ing through the central portions of the State from north to south. This 
line will, for a considerable portion of its distance, traverse the anthra- 
cite coal-fields of the State, from which a large traffic is anticipated. 
A large trade is also expected from the New York works in such 
articles as Philadelphia and Baltimore are better adapted to supply 
than New York. 

Another important work, so far as the coal trade of the country is 
concerned, is the Delaware division of the Fennsylvania canal, extending, 
from Bristol to Easton, a distance of sixty miles. This work forms 
the outlet to the great Lehigh coal-fields. Its cost has been about 
$1,500,000. 

In the western portion of the State several important works were 
projected, as a part of the great system originally proposed, although 
onh^ an inconsiderable portion of them has been completed by the State. 
Of these are, first, the Beaver division of the Pennsylvania canal, com- 
mencing at Beaver, on the Ohio, at the mouth of Beaver river, and 
extending to Newcastle, about tv/enty-five miles. This canal forms 
the trunk of the Mahoning canal, extending from the State line of 
Pennsylvania to the Ohio canal, at Akron, a distance of about seventy- 
six miles ; and also of the Erie extension of the Pennsylvania canal, 
commencing near Newcastle and extending to Erie, a distance of about 
one hundred and six miles. 

This last-described work has passed into private hands.' It is at the 
present time chiefl}^ employed in the transportation of coal, and is the 
principal avenue for the supply of this article to Lake Erie. Connected 
with the Erie extension is a State work called the French creek feeder 
and Franklin branch, extending from Franklin, on the Alleghany river, 
to Conneaut lake, by way of Meadville, a distance of about fifty miles. 
These improvements in the western part of the State are chiefly im- 
portant as local works ; they have not proved productive as invest- 
ments, though highly beneficial to the country traversed. 

The West Branch canal, extending from Northumberland to Lock- 
haven, a distance of seventy-two miles, is a work of much local im- 
portance, as it traverses a region very rich both in soil and minerals. 

The above constitute the leading works which belong to the State 
system, as it may be termed. There are a few other works of minor 
importance, which do not call for particular notice. 

So far as their income is concerned, the various works undertaken 
and executed by the State have not proved productive, though they 
have been of vast utility, and have exerted a great influence in devel- 



264 



ANDREWS REPORT ON 



oping the resources of the State. The usefulness of the gre^t Central 
line has been seriously impaired by the compound and inconvenient 
character of the work, made up partly of railroad and partly of canaL 
The mountains are overcome by inclined planes, which are now re- 
garded as incompatible with the profitable operation of a railroad, and 
which are to be avoided on the route by works now in progress. The 
other works described, not having been carried out according to the 
original plan, have failed to make the connexions coDlemplated, and 
consequently have not realized the results predicted. The State of 
Pennsylvania, however, possesses witMn herself elements which, pro- 
perly developed, are fitted to render her, probably, the first Slate in 
the Union in population and wealth. This has, to a great extend, been 
already eifected by the works described, which have in this way added 
to the various interests of the State a value tenfold grei^ter than the 
cost ; and her people can much better afford to pay the iramense sums- 
which these works have cost, than remain unprovided wi^li s^ch im- 
provements, even with entire freedom from debt. 

Annexed is a tabular statement, showing the length mid. c^st of the 
•various State works above described. 



Tabular Statement shoivivg the lei^gtJi, cost, total rojenue^ and expenditures 
of the public worhs of Pennsylvania up to Jawum-y:. 1, 1852. 



Lines, 



Columbia and Philadelphia railway. 

Eastern division of canal 

Juniata division of canal 

Alleghany Portage railway 

Western division of canal 



Length. 



Total main line ■ 



Delaware division of canal.. . .. 
Susquehanna division of canaL . . .! 
North Branch division of canal . . . 
West Branch division of canal .... 



French Creek division of canal. . . 
Beaver division of canal 



Finished lines 



Unfinished improvements 

Board of Canal Commissionei-s. . . 

Board of Appraisers 

Collectors, weighmasters,and lock- 
keepers 

Exploratory surveys 



Total 



Miles. 

82 

• 43 

130 

36 

105 

396 

60 
39 
73 

72 



640 

45 
25 



710 
314 



Cost. 



i4, 791, 548 91 
1,737,236. 97 
3,570,016 29 
1,860,752 76 
3.096,522 30 



15,056,077 23 

1,384,606 96 

897,160 52 

1,598,379 35 

1,832,083 28 



20,768,307 34 

817,779 74 
512,360 05 



22,098,447 13 

7,712,531 69 
70,782 67 
17,584 93 



157,731 14 



1,024 30,057,077 5G 



Rerenue. 



|7; 483, 395 53 
2,661,008 05 
1,371,948 59 
2,985,769 10 
2,523,979 59 



n,026,10a86 

2,238,694 75 
402,779 15 

2,003,047 58 
449,058 19 



21,119,680 53 

5,819 67 
38,312 29 



21,163,812 49 



Expeisdiiures^ 



15,105,058 3^ 

762,981 30 

1,760,583 m 

3,161,327 26 

1,197,182 83 



11,987,132 91 

1,117,716 70 
554,835 22 
753,662 17 
738,470 5S 



15,151,817 64 

143,911 94 
210,360 OO 



15,506,089 58 



70,782 6S 



1,348,384 14 



16,925,256 38 



Frivate WorJcs, 



Femmjhania railroad. — The object of the Pennsylvania railroad is 
to provide a better avenue for the trade between Philadelphia and the 



COLONIAL AND LAKE TRADE. 265 

interior — one more in harmony with the works in progress and opera- 
tion in other States than the great Hne already described. The latter 
is not only poorly adapted to its objects, but is closed a considerable 
portion of the year by frost. The mercantile classes of Philadelphia 
have long felt the necessity of a work better adapted to their wants, 
and fitted to become a great route of travel as well as commerce, from 
the intimate relation that the one bears to the other. It is by this in- 
terest that the above work was proposed, and by which the means 
have been furnished for its construction. The conviction of which we 
have spoken has been instrumental in procuring the money for this 
project as fast as it could be economically expended. The work has 
been pushed forward with extraordinary energy from its commence- 
ment. Already a great portion of the line has been brought into 
operation, and the w^hole will soon be completed. 

The Pennsylvania railroad commences at Harrisburg and extends 
to Pittsburg, a distance of two hundred and fifty miles. The general 
route of the road is favorable, with the exception of the mountain di- 
vision. The summit is crossed at about 2,200 feet above tide-water> 
involving gradients of ninety-five feet to the mile, which are less than 
those resorted to on the Baltimore and Ohio railroad, and not much 
exceeding those profitably worked on the Western railroad of Massa- 
chusetts. The route is graded, and the structures are prepared for a 
double track, which will be laid as soon as possible after the first shall 
be opened- The cost of the road, for a single track, is estimated at 
$12,500,000, of which $9,750,000 have been already provided by 
stock subscriptions. The balance is to be raised by an issue of bonds. 
The road is to be a first-class work in every respect, and is constructed 
in a manner fitting the great avenue between Philadelphia and the 
western States. 

As a throvgh route, both for trade and travel, there is hardly a work 
of the kind in the United States possessing greater advantages or a 
stronger position. Its western terminus (Pittsburg) is already a city 
of nearly 100,000 inhabitants, and is rapidly increasing. That city is 
the seat of a large manufacturing interest, and the centre of a con- 
siderable trade; and a road connecting it with the commercial me- 
tropolis of the State cannot fail to command an immense and lucrative 
traffic. 

The western connexions which this road will make at Pittsburg are 
of the most favorable character. It already has an outlet to Lake Erie 
through the Ohio and Pennsylvania and the Cleveland and Wellsville 
roads. The former of these is regarded as the appropriate extension 
of the Pennsylvania line to the central and western portions of Ohio. 
Through the Pittsburg and Steubenville road (a work now in progress) 
a connexion will be opened with the Steubenville and Indiana railroad, 
which is in progress from Steubenville to Columbus. These lines, in 
connexion with the Pennsylvania road, will constitute one of the short- 
est practicable routes between Philadelphia and central Ohio. At 
Greenburg, 25 miles east of Pittsburg, the Hempfield railroad will 
form a direct and convenient connexion with Wheeling, which has 
already become an important point in the railroad system of the coun- 
try. At that city, by means of the Hempfield Hne, the Pennsylvania 



266 

road will be connected with the central Ohio and with the northern 
extension of the Cincinnati and Marietta roads ; and through all the 
above-named lines the former will be brought into intimate and conve- 
nient relations with every portion of the western States. 

The Pennsylvania road must also become a route for a considerable 
portion of the travel between the w^estern States and the more northern 
Atlantic cities. From New York it will constitute a shorter line . to 
central Ohio than any offered by her own works. It will, for such 
travel, take Philadelphia in its course — a matter of much importance 
to the business community. 

The route occupied by the road is one of the best in the country for 
local traffic, possessing a fertile soil and vast mineral wealth in its 
coal and iron deposites. From each of these sources a large business 
may be anticipated. The whole road cannot fail, in time, to become 
the seat of a great manufacturing interest, for which the coal and iron 
upon the route v/ill furnish abundant materials. 

The Pennsylvania road, though only partially opened for business, 
has demonstrated its immense importance to the trade of Philadelphia. 
It was the means of securing to that city during the present year a 
very large spring trade, which otherwise would have gone to New York. 
The advantages already secured are but an earnest, it is claimed, of 
what the above work will achieve when fully completed. It is confi- 
dently expected by its projectors that the work will be followed by 
the same results in Philadelphia that the Erie canal secured to the city 
of New York. However this may be, there can be no doubt of its be- 
coming the channel of an extensive commerce, and one calculated to 
promote, in an eminent degree, the prosperity of the city of Philadel- 
phia, as well as that of the whole State. 

The next most important work in the State, and one of greater local 
importance, is the FkiladelpMa and Reading railroad. This work is 
the great outlet of the Schuylkill coal-fields to tide- water. On this ac- 
count it bears a most intimate relation to most of the great interests of 
the country. Its length is about ninety miles, and its total cost about 
$17,000,000. It is one of the most expensive and best-built roads in 
the United States. All its grades are in favor of the heavy traffic. 
Nearly 2,000,000 tons of coal have been transported over this road the 
past year. There can be no doubt that the enormous coal traffic 
which this road secures to Philadelphia is one of the causes of the ex- 
traordinary increase of that city firom 1840 to 1850. This work has 
not, till a comparatively recent period, proved a profitable one to the 
stockholders ; but it is confidently expected that for the future it will 
yield a lucrative income. 

Philadelphia, Wilmington, a,nd Baltimore railroad. — This work lies 
partly in the three States of Pennsylvania, Delaware, and Maryland, 
but may be appropriately described with the Pennsylvania roads. Its 
income is chiefly derived from its passenger traffic. It is one of the 
most important trunks in the great coast-line of railroads between the 
North and the South, and would be supposed to be one of the best routes 
in the country for a lucrative traffic. Its length is ninety-eight miles, 
and it has cost something over $6,000,000. It has been an expensive 
work to construct and maintain, and has not, consequently, proved very 



COLONIAL AND LAKE TRADE. 267 

profitable to stockholders, though its value in this respect is rapidly in- 
creasing. Its position is such as to monopolize the travel between its 
termini and between the northern and southern States. 

Among the other railroads in operation in the State may be named, 
1st, the Philadelphia and Trenton, one of the links of the principal line 
of road connecting Philadelphia with New York, and for this reason 
an important work. This is one of the leading routes of travel in the 
country, and commands a very profitable trafl&c. 2d, the Harrishirg 
and Ijancasier road, which forms a part of the great line through the 
State. 3d, the Yoj-h and Cumberland road, which is to form a part of 
the line through central Pennsylvania, of which the Stisquehanna road 
is to be an important link. 4th, the Cumberland Valley road, extending 
from Harrisburg to Chambersburg. 5th, the Lacliowanna and Western 
road, oonnecting the northern coal mines of Pennsylvania with the New 
York improvements. 6th, the Philadelphia, Germantown, and Norris- 
town road, of which it is proposed to form the base of a fine extending 
fi'om Norristown to the Delaware river. 7th, the Franklin railroad, 
extending from Chambersburg to Hagerstown, Maryland. 8th, the 
Northeast. 9th, the FranMin Canal road, extending from Erie to the 
Ohio State line. These two last form the only existing link between 
the railroads of the Mississippi valley and of the eastern States, and 
will, from their favorable relations, command an immense business. 
The Lackawanna and Western will soon become a part of another 
through route from western New York to the city. Already are roads 
either in progress or in operation from New York to the Water Gap. 
The completion of these will leave only about forty-five miles of new 
line, to open a new and shorter route from Great Bend, on the Erie 
road, to the city of New^ York than by that line. 

There are also in the eastern part of the State numerous coal roads, 
the most important of which is the Pennsylvania Coal Company's road, 
extending from the Lackawanna valley, a distance of something over 
forty miles, to the Delaware and Hudson canal. With the above ex- 
ception, the coal roads are short lines ; as they are purely local works, 
a description of them is not appropriate to this report. 

There are several very important works, proposed and in progress, 
in the State. Those in the eastern part of it are : the road from Norris- 
town to the Delaware river, which is to be extended to the Water Gap, 
for the purpose of forming a connexion with the proposed road t© the 
Lackawanna valley ; the CaMwissa, Williamsport, and Erie road, 
which is the virtual extension of the Reading road into the Susquehanna 
valley ; and a road extending from Easton, following up the valley of the 
Lehigh, to a junction with the road last named. The first of these is 
in progress. The Catawissa road was partially graded some years 
since, and efforts are now making to secure its completion. The road 
up the valley of the Lehigh is regarded as the virtual extension of the 
New Jersey Central road into the valley of the Susquehanna, where a 
connexion will be formed with the Sunbury and Erie road, thus open- 
ing a direct communication between the latter and New York, and 
placing that city in as favorable connexions with the proposed line to 
Lake Erie as Philadelphia. 

An important line of road is soon to be commenced, extending from 



268 Andrews' report on 

Harrisburg up the valley of the Susquehaana to Elmlra, in the State 
of New York. This work may be regarded as a Baltimore project, and 
is sufficiently described in connexion with the Baltimore and Susque- 
hanna railroad. 

In the western part of the State the leading work in progress is the 
Alleghany Valley road, extending from Pittsburg in a generally north- 
eastern direction to Olean, on the New York and Erie road, which is 
the probable terminus of the Genesee Valley and the Buffalo and Olean 
roads. The length of the Alleghany Valley road will be about one 
hundred and eighty miles. Its gauge will probably correspond to that 
of the New York and Erie road. In connexion with this, it will form 
a very direct and convenient route between the cities of New York and 
Pittsburg, and also between the latter and the cities of Albany and 
Boston, through the Albany and Susquehanna road. By the 'above 
lines the Alleghany Valley road will connect Pittsburg with Lakes 
Erie and Ontario, and with the Hudson river. The road will traverse 
one of the best portions of Pennsylvania, possessing a fertile soil, and 
abounding in extensive deposites of coal and iron. The project has 
the warm support of Pittsburg, and when the inducements to its con- 
struction are considered, and the means ihat can be made applicable 
to this end, its early completion cannot be doubted. 

Another road in progress in western Pennsylvania is the Hempjield, 
extending from Greensburg, on the Pennsylvania road, to Wheeling, a 
distance of seventy-eight miles. One of the leading objects of this road 
is to connect the great Pennsylvania line with the roads centring at 
Wheeling. It derives its chief public consideration from this lact, 
although its line traverses an excellent section of country, which would 
yield a large local traffic. This project is regarded with much favor 
by the people of Philadelphia, from the supposed favorable connexions 
it will make with the Ohio Central and the northern extension of the 
Cincinnati and Marietta roads. When completed, it will undoubtedly 
become an important avenue of trade and travel. 

The PiUsbu7g and Steubenville road resembles the Hempjield, both 
in its objects and its direction. It was proposed as a more direct route 
to central Ohio than that supplied by the Ohio and Pennsylvania rail- 
road. One of the leading motives for its construction was to counteract 
any influence that the Hemfjfield road might exert prejudical to the 
interests of Pittsburg, by placing that city on one of the shortest routes 
between the East and West. At Steubenville it will connect with the 
Steubenville and Indiana road, now in progress from that city to Colum- 
bus, the capital of Ohio. 

The proposed Sunhmj and Erie railroad iis intended to bear the same 
relation to Philadelphia, in reference to the trade of Lake Erie and the 
West, as does the Erie railroad to New York. Its length will be about 
two hundred and forty miles. Active measures are in progress to se- 
cure the necessary means for this work, which promise to be success- 
ful. The whole distance by this route, from Philadelphia to Lake Erie, 
will be about four hundred and twenty miles, somewhat less than that 
from New York. 

There are a number of canals in the State owned by private com- 
panies, the most important of which are the Schuylkill and Lehigh ca- 



COLONIAL AND LAKE TRADE. 269 

nals, which have been constructed for the purpose of affording outlets 
for the anthracite coal-fields of that State. They derive their chief 
consequence from their connexion with the coal trade, although they 
have a large traffic in addition. These works, though of great utility 
and importance, from the relations they sustain to the varied interests 
of the country, in supplying them with fuel, are of a local character, 
and do not form portions of any extended routes of commerce. 

The Tide-water canal has been briefly alluded to in the notice of the 
"State works," to which it supplies a communication with Chesapeake 
bay, and with the cities of Baltimore and Philadelphia, by a continu- 
ous water-line. It is a valuable improvement, and forms the outlet for 
a large and important section of the State, and for a portion of the com- 
merce passing over the State works. It is a work of large capacity, 
and is in possession of an extensive trade. It is also a channel through 
which a large quantity of coal is sent to market. 



DELAWARE. 

Population in 1830, 76,748; in 1840, 78,085; in 1850, 91,532. Area 
in square miles, 2,120; inhabitants to square mile, 43.17. 

The only road lying entirely in this State is the Newcastle and French- 
town, connecting the Delaware wdth Chesapeake bay, by a hne of 16 
miles. This road was once of considerable importance, as it formed a 
part of the route of travel between the East and West, which has 
since been superseded by the Philadelphia, Wilmington, and Balti- 
more railroad. It may now be regarded only as a work of local con- 
sequence. 

Chesapeake and Delaware canal. — The only improvement of any con- 
siderable importance in Delaware is the Chesapeake and Delaware 
canal, connecting the above-named bays. This work is 13 J miles long, 
66 feet wide, 10 feet deep, with two lift and two tide-locks. It cost 
nearly $3,000,000. A very considerable portion of its cost was fur- 
nished by the general government, in donations of land. This work 
bears a similar relation to the commerce of the countr}'' with the Kari- 
tan canal, and makes up a part of the same system of internal water 
navigation. It is also the channel of a large trade between Chesa- 
peake bay and Philadelphia and New York. 

The Philadelphia, Wilmington, and Baltimore railroad lies partly 
withm the State of Delaware, and has been sufficiently described un- 
der the head of "Pennsylvania." 



MARYLAND, 

Population in 1830, 447,040; in 1840, 470,019; in 1850, 583,035c 
Area in square miles, 9,356 ; inhabitants to square mile, 62.31. 

Influenced by similar objects to those which actuated the people of 
Philadelphia, New York, Boston, and the eastern States, in their immense 



270 

expenditures for works that facilitate transportation, the people of Mary- 
land, at an early period, commenced two very important works, the 
Chesapeake and Ohio canal and the Baltimore a?id Ohio railroad, for 
the purpose of attracting the trade of the interior, and of placing them- 
selves on the routes of commerce between the two grand divisions of 
the country. By the deep indentation made by the Chesapeake bay, 
the navigable tide-waters are brought into nearest proximity to the 
Mississippi Valley in the States of Maryland and Virginia. To this is 
to be ascribed the fact, that before the use of railroads, the principal 
routes of travel between the East and the West were from the waters 
of that bay to the Ohio river. The great National roa4, established 
and constructed by the general government, commenced at the Poto- 
mac river, in Maryland, and its direction was made to conform to the 
convenient route of travel at that time. 

No sooner had experience demonstrated the superiority of rail- 
roads to ordinary roads, than the people of Baltimore assumed the 
adaptation of them to their routes of communication, and immediately 
commenced the construction of that great work, the Baltimore and Ohio 
railroad, which, after a struggle of twenty-Jive years, is now on the eve 
of completion. 

This road was commenced in 1828, and was one of the first roads 
brought into use in the United States. At the early period in which it 
was commenced, the difficulties in the way of construction were not 
appreciated. These obstructions, now happily overcome, for a long 
time proved too formidable to be surmounted by the engineering skill 
and ability, the experience in railroad construction, and the limited 
amount of capital which then existed in the country. Though for a 
long time foiled, its friends were by no means disheartened, but rose 
with renewed vigor and resolution from every defeat, until the expe- 
rience of successive efforts pointed out the true pathway to success. 

The Baltimore and Ohio railroad extends from Baltimore to Wheel- 
ing, on the Ohio river, a distance of 379 miles. Its estimated cost is 
$17,893,166. It crosses the Alleghany mountains at an elevation of 
2,620 feet above tide- water, and 2,028 feet above low water in the 
Ohio river, at Wheeling. In ascending the mountains from the east, 
grades of 116 feet to the mile are encountered on one plane, for about 
fifteen miles, and for about nine miles in an opposite direction. Grades 
of over 100 feet to the mile, for over ten miles, are met with on other 
portions of the line. These grades, which only a few years since were 
regarded as entirely beyond the ability of the locomotive engine to 
ascend, are now worked at nearly the ordinary speed of trains, and 
are found to offer no serious obstacle to a profitable traffic. Occurring 
near to each other, they are arranged in the most convenient manner 
for their economical working, by assistant power. With the above 
exception, the grades on this road will not compare unfavorably with 
those on similar works. 

The road is now open to a point about 300 miles from Baltimore, 
and will be completed on or before the first of January next. 

Whatever doubt may have existed among the engineering profes- 
sion, or the public, as to rhe ability of this road, with such physical 
difficulties in the way, to carry on a profitable traffic, they have been 



COLONIAL AND LAKE TRADE. 271 

removed by its successful operation. That grades of 116 feet to 
the mile, for many miles, had to be resorted to, is full proof of the mag- 
nitude of the obstacles encountered. Its success in the face of all 
these, of a faulty mode of construction in the outset, andof gi'eat finan- 
cial embarrassment, reflects the very highest credit upon the company, 
and upon the people of Baltimore. 

As before stated, the first route of travel between the East and the 
West was between the waters of the Chesapeake and the Ohio. The 
opening of the Erie canal, and, subsequently, of the railroads between 
the Hudson river and Lake Erie, diverted this travel to this more north- 
ern and circjiitous, but more convenient route. This diversion seriously 
affected the business of Baltimore, and materially lessened the revenues 
of the Baltimore and Ohio railroad, since its opening to Cumberland. 
All this lost ground the people of Baltimore expect to regain ; and with 
it, to draw themselves a large trade now accustomed to pass to the 
more northern cities. Assuming the cost of transportation on a railroad 
to be measured by lineal distance, Baltimore certainly occupies a very 
favorable position in reference to western trade. To Cincinnati, the 
great city of the West, and the commercial depot of southern ^io, 
the shortest route from all the great northern cities will probably be 
by wa}^ of Baltimore, and over the Baltimore and Ohio railroad. To 
strengthen her position still farther, the people of this city have already 
commenced the construction of the Northwester?! railroad, extending from 
the southwestern angle of the Baltimore and Ohio railroad to Parkers- 
burg, on the Ohio river, in a direct line towards Cincinnati. The dis- 
tance fiom Baltimore to Parkersburg, by this route, will be about 395 
miles, and about 580 to Cincinnati, by the railroads in progress through 
southern Ohio. 

FroLxi Wheehng the main trunk will be carried to the lakes by the 
Cleveland and Wellsville Ya.ilro3.d, now completed to Wellsville, 100 miles, 
and io progress from Wellsville to Wheeling, 36 miles ; and through 
central Ohio to Columbus, by the Central Ohio railroad, now in opera- 
tion from that place to Zanesville, a distance of about 60 miles, and in 
progress east to Wheeling, about 82 miles. When the Ohio, therefore, 
is reached, Baltimore will be brought into immediate connexion with 
all the avenues of trade and travel in the West and will be in a strong 
position to contend for the great prize — the interior commerce of the 
country. 

The local traffic of this road assumes a great importance from the 
immense coal trade w^hich must pass over it from the extensive mines 
situated near Cumberland. The superior quality of this coal will 
always secure for it a ready market, and there can be no doubt that 
the demand will always be equal to the capacity of the road. Already 
has this trade been a source of lucrative traffic, and contributed not a 
little to the success of the road before the western connexions, upon 
which complete success was predicated, could be formed. But for 
this traffic the credit of the company could have hardly been main- 
tained, at a point necessary to secure the requisite means for its prose- 
cution to the Ohio river. 

Baltimore and Susquehanna railroad and its connexions. — The next 
gi'eat line of public improvement in Maryland is the Baltimore and 



272 ANDREWS* REPORT ON 

Susquehanna railroad, by which that city secures a communication 
with the country lying to the northwest, and with the public works of 
the State of Pennsylvania, as she will ultimately with those of New 
York. As far as distance is concerned, the city of Baltimore occupies 
as favorable a position in reference to the public works of Pennsyl- 
vania, and the various Imes of improvement connecting with them, as 
does the city of Philadelphia ; the former being only 82 miles from 
Harrisburg, while the latter is 107 miles. Such being the fact, Balti- 
more is making the most vigorous efforts to perfect and extend the 
works by which these important communications are maintained. She 
is especially occupied in pushing a line up the Susquehanna river, with 
a view to its extension to Elmira, the most considerable town on the 
Erie railroad between Lake Erie and the Hudson. This town is also 
connected with all the railroads running through central New York, 
with Lakes Erie and Ontario at various points, and by a water-line 
with the Erie canal. By reaching this point, the Baltimore lines of 
improvement will be brought into direct connexion with the New York 
system of public works, which have thus far monopolized the interior 
tr^k of the country. To divert this trade from its accustomed chan- 
nel^ and to turn a portion of it at least to Baltimore, is one great object 
that induces her to lend her aid to the Susquehanna road in Pennsyl- 
vania, through which this object is to be effected. 

The trunk of this great line is the Baltimore and Susquehanna railroad, 
which extends from Baltimore to York, Pennsylvania, a distance of 56 
miles. In its original construction it received important aid from the 
State. It has not been a successful work, in a pecuniary point of view, 
owing to a faulty mode of construction and to the want of suitable con- 
nexions on the north. But these drawbacks to its success have been 
removed, and its business prospects are now rapidly improving. From 
York it is carried forward to Harrisburg, by means of the York and 
Cumberland road. Beyond this point no railroad has been constructed 
•up the Susquehanna valley. It is the construction of this link that is 
occupying the especial attention of the city of Baltimore, and toward 
which, in addition to private subscriptions, she has extended aid in 
her corporate capacity to the amount of $500,000. The distance from 
Harrisburg to Sunbury, the route occupied by the Susquehanna 
company, is about 50 miles. From Williamsport to Elmira the dis- 
tance is about 75 miles. A portion of this last-named link is in opera- 
tion ; and should the road from Williamsport to Ralston be adopted, as 
a part of the through route, it will require only the construction of some 
20 miles to complete the last-named link. Vigorous measures are in 
progress for the commencement of operations upon the unfinished por- 
tion of the above line, and the whole will be completed, as soon as 
this can be done, by a prudent outlay of the means that can be made 
applicable to the work. 

When the works in which the city of Baltimore is now engaged shall 
be completed, she will occupy a favorable position, as far as her prox- 
imity to the great interior centres of commerce is concerned. She will 
probably be on the shortest route between the great northern cities and 
Cincinnati — she will be nearer to Buffalo than even New York or Bos- 
ton. She expects to realize in results the strength of her position in the 



COLONIAL AND LAKE TRADE. 273 

abstract. Assuming cost of transportation to be measured by lineal 
distance, how far the result v/ill justify her expectations remains to be 
seen ; at all events, she is certain to be amply repaid for all her efforts, 
by the local traffic of the country traversed by her lines of railroads, 
which w^ill increase largely her present trade, by developing the re- 
sources of the section of country legitimately belonging to her. 

The next most important line of road in Maryland is the Washington 
branch of the Baltimore and Ohio railroad. This forms a part of the 
great coast line, extending from the eastern boundary of Maine to Wil- 
mington, North Carolina. Its traffic is chiefly derived from passengers. 
It is, besides, situated too near the navigable waters of the Chesapeake 
to command much more than local freight. As a connecting link in the 
great national line referred to, it occupies a position that must always 
secure to it a profitable traffic. 

Chesajiealie and Ohio' canal. — This great w^ork was projected with a 
view to its extension to the Ohio river at Pittsburg. The original route 
extended from Alexandria, up the Potomac river, to the mouth of 
Wills creek, thence by the Youghiogeny and Monongahela rivers to 
Pittsburg. Its proposed length was 341 miles. It was commenced in 
1828, but it was only in the past year that it was opened for business 
to Cumberland, 191 miles. Towards the original stock $1,000,000 
was subscribed by the United States, $1,000,000 by the city of 
Washington, $250,000 by Georgetown, $250,000 by Alexandria, and 
$5,000,000 by the State of Maryland. 

From the difficulties in the way of construction, the idea of extend- 
ing the canal beyond Cumberland has long since been abandoned ; and 
though when originally projected, it was regarded as a work of national 
importance, it must now be ranked as a local work, save so far as it 
may be used in connexion with the Baltimore and Ohio railroad, as a 
portion of a through route to the Ohio. In this manner it bids fair to 
become a route of much general importance. As a very large coal 
trade must always pass through this canal, the boats will take return 
freights at very low rates, in preference to returning light. It is pro- 
posed to form a. line of steam propellers from New York to Baltimore, 
for the transportation of coal ; and it is claimed that the very low 
rates at which freights between New York and Cumberland can be 
placed by such a combination, will cause the canal, in connexion with 
the Baltimore and Ohio railroad, to become a leading route between 
New York and the West. 

The canal is a work of great capacity, having six feet draught of 
water, and allowing the passage of boats of 150 tons burden. As it 
commands the whole water of the Potomac river, it will always be 
abundantly supplied with water. 

This canal has encountered so many discouraging reve^-ses as to 
cause a general distrust as to its ultimate success. It is believed, how- 
ever, that it will not only become very important as a carrier of the 
celebrated Cumberland coal, but that it will, in time, work itself, in 
connexion with the railroad, into a large through-business between the 
eastern and the western States, in the manner stated. 
18 



274 ANDREWS' REPORT OX 

VIRGINIA. 

Population in 1830, 1,211,405 ; in 1840, 1,239,797 ; in 1850, 1,421,661. 
Area in square miles, 61,352; inhabitants to square mile, 23.17. 

The State of Virginia is the birth-place of the idea of constructing an 
artificial line for the accommodation of commerce and travel between 
the navigable rivers of the interior and tide-water. It is no\v nearly 
one hundred years since a definite plan for a canal from the tide-waters 
of Virginia to the Ohio was presented by Washington to the House of 
Burgesses of Virginia, and ever since that time the realization of this 
project has been the cherished idea of the State. 

The central position of Virginia, her unsurpassed commercial advan- 
tages, afforded by the deep indentations of her numerous bays and 
rivers, and the near approach toward each other, in her own territory, 
of the Ohio and the navigable waters of the Chesapeake, all pointed 
out this State as the appropriate ground for a connection between the 
two. To the apparent facilit}" with which this could be formed, and to 
the advantages anticipated from it, is to be attributed the hold which 
this project has alwa3^s maintained upon the public mind of the State. 
James River and Kanawha CanaL — The great work by which this 
connexion has been sought to be accomplished is the James river and 
Kanawha canal, to extend from Richmond to tiie navigable waters of 
the Great Kanawha, at the mouth of the Greenbrier river, a distance 
of about 310 miles. This work is now completed to Buchanan, in the 
valle}^ of Virginia, a distance of 196 miles, and is in progress to Cov- 
ington, a town situated at the base of the great Alleghan}^ ridge, about 
thirty miles farther. It was commenced in 1834, and has cost, up to 
the present time, the sum of 310,714,306. The extension of this water 
line to the Ohio is still considered a problem b}^ many, though its 
friends cherish the original plan wdth unfaltering zeal. The work thus 
far has scarcely realized public expectation, from the difficulties en- 
countered, which have proved far greater than were anticipated in the 
outset, and have materially delayed the progress of the work. The 
canal follows immediate^ on the bank of the river, w^hich has a rapid 
descent, and after entering the Alleghany ranges, assumes man3^of the 
characteristics of a mountain stream. This fact has compelled the 
construction of numerous and costly works, such as dams, culverts, 
and bridges, and subjects the canal to all the dangers of sudden and 
high floods, from which it has at several times suffered severe losses. 
But, so far as the canal has been carried, all obstacles have been sur- 
mounted. The various w^orks upon it have now acquired a solidit}" 
that promises to resist all the trials to wiiich the}^ may hereafter be 
subjected. The crossing of the crest of the AUeghanies, the most diffi- 
cult portion of the whole line, has not been commenced. The summit 
at the most favorable point of crossing is 1,916 feet above tide-water, 
or 1,352 feet above the highest point upon the Erie canal, which is at 
the lake at Buffalo. Elaborate surveys and calculations have been 
made for the purpose of determining whether a sufficient quantity of 
water can be obtained tor a supply at the summit, and the result seems 
to favor an affirmative opinion. 

Could this canal be carried into the Ohio vallev. with a sufficient 



COLONIAL AND LAKE TRADE. 275 

supply of water there can be no doubt it would become a route of an 
immense commerce. It would strike the Ohio at a very favorable 
point for through business. It would have this great advantage over 
the more northern works of a similar kind, that it would be navigable 
during the winter as well as the summer. The route, after crossing 
the Alleghany mountains, is vastly rich in coal and iron, as well as in 
a very productive soil. Nothing seems to be wanting to the triumphant 
success of the v/ork but a continuous water line to the Ohio. Until 
this is accomphshed, the canal must depend entirely upon its local 
business for support. Its eventual success as a paying enterprise was 
predicated upon such accomplishment. Though of great benefit to the 
contiguous country and to the city of Richmond, it does not promise in 
its present condition to be profitable to the stockholders. 

RoMroads in Virginia. 

Central Railroad. — The object w^hich led to the conception of the 
James river and Kanawha canal is now the ruling motive in the con- 
struction of the two leading railroad projects of this State, viz : the 
Virginia Central and the Virginia and Tennessee railroads. While the 
canal is still the favorite project with an influential portion of her citi- 
zens, it cannot be denied that, sympathizing with the popular feeling 
in favor of railroads, which have in many cases superseded canals as 
means of transportation, and which are adapted to more varied uses 
and better reflect the character and spirit of the times, a large majority 
of the people of the State deem it more advisable to open the proposed 
western connexions by means of railroads than by a farther extension 
of the canal. 

The line of the Central road, after making a somewhat extended 
detour to the north upon leaving Richmond, takes a generally western 
course, passing through the towns of Gordonsville and Charlottesville, 
and enters the valley of Virginia near Staunton. At Gordonsville it 
connects with the Orange and Alexandria railroad, thus giving the for- 
mer an outlet to the Potomac. This road is now nearly completed to 
Staunton, with the exception of the Blue Ridge tunnel, which is a for- 
midable work, about one mile in length, and is in process of construc- 
tion by funds furnished by the State. From Staunton the line has been 
placed under contract to Buffalo Gap, a distance of thirty-five miles. 
For the whole line up to this point ample means are provided. 

The whole length of the road, from Richmond to the navigable waters 
of the Kanawha, will be about two hundred and eighty-six miles. The 
means for its construction have thus far been furnished by stock sub- 
scriptions on the part of the State and individuals, in the proportion 
of three-fifths by the former, to two-fifths by the latter. No doubt is 
entertained of its extension over the mountains, at a comparatively early 
period. The State is committed to the w^ork, and has too much in- 
volved, both in tlie amount already expended and in the results at 
stake, to allow it to pause at this late hour. The opinion is now confi- 
dently expressed by well-informed persons that some definite plan will 
be adopted for the immediate construction of the remaining link of this 
great line. 



276 ANDHEWS' REPORT ON 

By extending this line to Gu3^andotte a junction will be formed with 
the roads now in progress in Kentucky, and aiming at that point for an 
eastern outlet. It is also proposed to carry a branch down the Kana- 
wha to its mouth, nearly opposite to Gallipohs, to connect with a road 
proposed from that point to intersect with the Hillsboro^ a?id Cincinnati 
and. the Cincinnati and Marietta railroads. 

Virginia and Tennessee railroad. — The leading object in the construc- 
tion of the above road is to form a part of a great route connecting the 
North and the South, by a road running diagonally through the United 
States. This line, commencing in the eastern part of the State of 
Maine, follows the general inclination of the coast, and passes through 
our most important eastern cities, as far south as Washington. After' 
reaching this point, it still pursues the same general direction, and passing 
through Charlottesville and Lynchburg, in central Virginia, and soon 
after leaving the latter place, enters the lofty ranges of the Alleghany 
mountains, which it traverses for hundreds of miles, till they subside 
into the plains circling the Gulf of Mexico. The northern portion of 
this great line is in operation from Waterville, Maine, to Charlottesville, 
Virginia, a distance of nearly 800 miles. Parts of the southern division 
are completed, and the whole, with the exception of the short link from 
Charlottesville to Lynchburg, is in active progress. Of the central 
hnks, the Virginia, and Termessee is the longest, and in this point of view 
the most important. It extends from L^mchburg to the State hne of 
Tennessee, a distance of 205 miles. About 60 miles of this road are 
completed, and the whole line is under contract for completion during the 
year 1854. The means for its construction are furnished jointly by the 
State and individual subscriptions, in the pioportion of three parts by 
the former to two by the latter. When completed, this road will form 
a conspicuous link in one of the most magnificent lines of railroad in 
the world, both as regards its length and importance. 

The prospects of the local business of the above road are favorable. 
It traverses a fertile portion of Virgiaia, abounding, moreover, in m.ost 
of the valuable minerals, such as iron, coal, lead, salt, etc. At present, 
there is no more secluded portion of the eastern or middle States than 
the country to be traversed by the above road ; all its great resources 
remain undeveloped, from the cost of transportation to a market. 
When this road sliall be opened, no section will display more progress, 
nor furnish, according to its population, a larger traffic. 

The friends of this project propose also to make a portion of its line 
the trunk of a new route, from the navigable waters of the Ohio to 
those of the Chesapeake. At a distance of about 75 miles from Lynch- 
burg, the Virginia and Tennessee road strikes the great Kanawha near 
Christiansburg. From this point to the navigable waters of the river 
the distance is only 86 miles. As the Virginia and Tennessee road is 
to be connected by railroad with both Richmond and Petersburg, the 
short link described will alone be wanting to constitute a new outlet for 
Vv'estern produce to tide-water. That this link must be supplied at no 
distant day can hardly admit of a doubt. Should the State extend aid 
to it, as well as to the Central Yme, both may be opened simultaneously. 

There are numerous other important lines of railroad in Virginia, 
among which may be named the line running through the State from 



COLONIAL AND LAKE TRADE. 277 

north to south, made np of the Richmond, FredericAshurg and Potomac, 
Richmond and Petersburg, and Petersburg and Weldon roads ; the South 
Side, the Richmond and Danville, the Seaboard and Roanoke, the Orange 
and Alexandria, and the Manasses Go/p raih'oads. 

The *firs1?-named hne forms the great route of travel through the State 
from north to south. Its revenues are chiefly derived from passenger 
traffic ; its direction not being favorable to a large freight business. 
The whole line is well managed Emd productive, and is daily improv- 
ing in value, from the extension of both extremes of the great system 
of which this is the connecting link. 

The South Side and the Richmoiid and Danville roads are works 
of importance, from the extent of their lines, the connexions they form, 
and their prospective business. Starting from two, the most consider- 
able, towns' m eastern Virginia, situated at the head of navigation 
on two important rivers, they cross each other diagonally about mid- 
wa}^ between their respective termini, thus giving a choice of markets 
to the country traversed by either. The former constitutes the exten- 
sion eastward of the Virginia and Tennessee line, and opens an outlet 
for that work to Richmond and Petersburg. The latter will also 
secure to the same cities the trade of important portions of southern 
Virginia and North Carolina, and will undoubtedly be extended event- 
ually into the latter State, and form a junction with the North Carolina 
railroad, at or near Greensboro', forming, in connexion with the North 
Carolina and Charlotte -and South Carolina raih'oads a new and inde- 
pendent interior route between Richmond and Petersburg and the 
southern States. 

The Seaboard and Roanoke railroad is also a line of much consequence, 
and may eventually become a work of great importance, depending, 
hov/ever, upon the future progress of Norfolk, its eastern terminus. 
The excellence of the harbor of Norfolk has led to great expectations 
in reference to the future growth of that city. Its position has been 
compared with that of New York, and it bears a relation to the Chesa- 
peake bay, and the rivers entering it, similar to that of the former to 
the Hudson river and Long Island Sound. No portion of the country 
possesses greater commercial capabilities than eastern Virginia, and 
it would seem that the numerous rivers by which it is vv^atered would 
develop a trade sufficient to build up a large commercial town. Such 
has not been the result, however inexplicable the cause. 

The great seats of commerce lie farther north, and the seaports 
of Virginia, instead of being depots from which are distributed to the 
consumers the products of the State, are merely points en route to the 
gi-eat northern markets. Her people being devoted chiefly to agricul- 
ture, no large towns have grown up within her territor}^ Should, in 
time, a greater diversity of pursuits secure the consumption, by her 
own people, of the surplus products of her soil, Norfolk could not 
fail to become an important commercial town. The Seaboard and Ro- 
anoke road would be her great arm of inland communication, com- 
bining, as it does, with the roads penetrating the interior of the State, 
and of North Carolina. As it is, it is a road of much consequence, and 
essential to the sym.metry of the railroad system of the State, and will 



278 ANDRKWS' REPORT ON 

always transact a large business, even under a continuance of the 
present condition of things in the State. 

The other leading roads in Virginia are the Orange and Alexandria 
and the Manasses Gap railroads. The former extends from Alexandria 
to Gordonsville, on the Central road, a distance of about 90 miles. It 
is an important line, in that it connects the central portions of the State 
with the Potomac and the cities of Alexandria and Washington. It 
will form a portion of the line already described, traversing central and 
western Virginia and eastern Tennessee. To complete such a con- 
nexion, only a short link, extending from the central road near Char- 
lottesville, is necessary. There cannot be a doubt that the legislature 
of Virginia will allow the construction of this link, and aid it with the 
liberality extended toward similar works. 

The Manasses Gap road branches off from the Orange and Alexandria 
road about 25 miles after leaving Alexandria, and is to be extended 
into the valley of Virginia through the gap in the Blue ridge above 
named. A portion of the line is already in operation. It is intended 
to carry this road up the valley to Staunton ; there to form a junction 
with the Central line. The Winchester and Potomac road, at present a 
short though productive local work, will also probably be extended so 
as to connect with the above road — thus forming a hne through the 
whole extent of the valley of Virginia, and connecting with the Balti- 
more and Ohio road at Harper's Ferry, and with the Potomac at Alex- 
andria. 



NORTH CAROLINA. 

Population in 1830, 737,987 ; in 1840, 753,419 ; in 1850, 868,903, 
Area in square miles, 45,000 ; inhabitants to square mile, 15.62. 

Railroads in North Carolina. 

The State of North Carolina has, on the whole, accomplished less 
than any eastern State in railroad enterprises, when we take into 
consideration the extent of her territory, and the great necessity for such 
works to the proper development of her resources. Her inaction has 
been owing in part to the want within her own territor}'' of a large com- 
mercial town, which in other States not only becomes the centre of a 
well-digested system of railroads, but, by concentrating the capital, 
renders it available to the construction of such works. 

Of the roads in operation the most important is the Wilmington and 
Weldon road, extending from Wilmington to Wei don, and traversing 
nearly the whole breadth of the State from north to south. This is a 
work of the greatest convenience and utihty to the travelling pubhc,. 
and must, from its direction and connexion, ahvays occupy an impor- 
tant position in our railroad S3^stem. It is a road of comparatively low 
cost, upon a very favorable route, and is beginning to enjoy a lucrative 
traffic. It has been an unproductive work from the faulty character of 
its construction — it being one of the pioneer works of the South, and 



COLONIAL AND LAKE TRADE. 279 

originally laid with a flat bar ; but this superstructure has given place 
to a heavy rail, and the road is now in a condition to compare favorably 
with our best works. 

The only other road in operation in the State is the Raleigh and Gas- 
to?i, which connects the above places by a line of 87 miles. It is strictly 
a local work, and, from the faulty character of its construction, has 
been unsuccessful. It bids fair, however, to become a much more im- 
portant road from its prospective connexion with the North Carolina 
Central road, now in progress. When the last-named road shall be 
opened, and the Raleigh and Gaston shall have received an improved 
superstructure, it cannot fail, it is believed, to become a productive 
work, and one that will sustain an important relation to the travel and 
business of the country. Through the Central^ it will be brought into 
communication with the Charlotte and South Carolina road, and form, 
for both, their trunk lines north. 

The only considerable work in progress, lying wholly within the 
State, is the North Carolina Central railroad. It commences on the 
Neuse river, near Goldsboro', taking a northwesterly direction, running 
through the towns of Raleigh, Hillsboro', Greensboro', and Lexington, 
to Charlotte. For the greater part of its line it traverses a fertile 
territory, and will secure railroad accommodations to a large and 
rich section of the State. It will prove of great utility, and is 
much wanted to develop the resources of the State, and demonstrate 
its capacity to supply railroads with a profitable traffic. Its entire 
length is 223 miles. At Charlotte it will unite with the Charlotte and 
South Carolina railroad, which will insure to it the character and ad- 
vantages of a through route. The estimated cost of the road is about 
$3,000,000 ; of which sum the State furnishes $2,000,000. The whole 
line is under contract, to be completed at the earliest practicable mo- 
ment. 



SOUTH CAROLINA. 

Population in 1830, 581,185; in 1840, 594,398; in 1850, 668,507. 
Area in square miles, 24,500 ; inhabitants to square mile, 27.28. 

South Carolina Railroads. 

This State furnishes a good illustration of the correctness of the pre- 
vious remarks, in reference to the influence of a commercial capital in 
promoting and giving character to works of internal improvement for 
the country dependent upon it. Large cities collect together the sur- 
plus capital of the surrounding country, and a mercantile life trains 
men up for the management of enterprises calling for administrative 
talent, and involving large moneyed operations. 

No sooner had the people of this country commenced the con- 
struction of railroads, than the city of Charleston entered upon the 
great work of that State — ^the South Carolina railroad. This was one 
of the first projects of the kind undertaken in this country, having 



280 Andrews' report ox 

been commenced in 1830. Its main trunk extends from Charles- 
ton to Hamburg, on the Savannah river, opposite Augusta, Georgia. 
It has two branches ; one extending to Columbia, the political capital 
of the State, and the other to Camden. The entire length of the road 
and its branches is 242 miles. Its cost has been a httle less than 
$7,000,000, 

This road not only bears an important relation to all the interests of 
the State, but has given birth to other extensive lines of road, and forms 
very important connexions with them. 

At Augusta a junction is formed with the Georgia railroad, by means 
of which a communication is opened with the railroads of that State, 
which are soon to be extended to all the neighboring States. Already 
have the Georgia lines reached the Tennessee river ; and by the first 
of May next they will be carried forward to Nashville, the capital of 
the State of Tennessee, whence railroads are in progress toward 
Louisville and Cincinnati. From Atlanta, the western terminus of the 
Georgia railroad, a line of railroad is nearly completed to Montgomery, 
Alabama, which will soon be pushed forward to the Gulf of Mexico on 
the one hand, and to the Mississippi on the other. 

By means of the Tennessee and Kentucky roads alluded to, Charles- 
ton is now about to realize the celebrated project of the Charleston and 
Cincinnati railroad. The history of this scheme is well known. It 
originated in the bold idea of making that city the commercial empo- 
rium of the great interior basin of the country, particularly the lower 
portion of it. To effect this object, a continuous line of railroad, under 
one organization, was proposed, in as direct a line as possible, to the 
city of Cincinnati. This project attracted, for a time, much interest in 
the States of South Carolina, Tennessee, Kentucky, and southern 
Ohio. It was believed to be entirely practicable, and large sums were 
expended in reconnaissances and surveys of the routes. We now see 
the accomplishment of the scheme, upon the original plan, to have 
been, at the period when it was commenced, impracticable. As far as 
the means and the engineering skill of the country vvere concerned, 
the project was premature. Its magnitude was be3'ond the abilit}' of 
all the interests that could be brought to bear upon it. The termini 
being given, the route assumed was the shortest possible line between 
them. The route selected, therefore, could not command the means 
of the country, applicable to a road between the cities named; and, as 
might have been expected, the original project fell through. The dif- 
ferent sections, however, upon the most practicable line, as far as means 
were concerned, commenced the construction of detached links, having 
in view local objects alone. These are now so far advanced that the 
formation of the whole line may be regarded as secured. 

By the more circuitous route by way of Nashville and Louisville, 
the means for a railroad from Charleston to Cincinnati are now pro- 
vided, and the whole route is either in operation or in progress. From 
Charleston to Nashville, a distance of about 600 miles, the line will be 
completed by the first day of May next. Upon the line from Nashville 
to Louisville, a distance of 180 miles, working surve3''s are now in pro- 
gress, preparatory to placing this entire link under contract. Louis- 
ville and Cincinnati are soon to be united by means of the Louisville 



COLONIAL AND LAKE TRADE. 281 

and Lexington and the Covington and Lexington railroads. The former 
is in operation ; the latter will be completed next year ; and the city of 
Charleston, without any expenditure other than that requisite for the 
construction of roads within her territory — excepting a small loan to 
the Nashville and Chatta.nooga road — sees the great project, ibr which 
she so zealously labored, on the eve of accomplishment. 

A more direct, and apparently appropriate, hne, than that above de- 
scribed, is one traversing the entire length of the State of South Caro- 
lina, in a northwesterly direction, crossing the northeastern corner of 
Georgia and the western portion of North Carolina, running down the 
Little and up the Great Tennessee rivers, to Knoxville ; thence by the 
Cumberland Gap, or some practicable pass in its vicinity, through 
Danville and Lexington, Kentucky, to Cincinnati. The only portions 
of this line for which the means are certainly provided, are those ex- 
tending from Charleston to Anderson, in South Carolina, a distance of 
243 miles, and from Cincinnati to Danville, a distance of 128 miles, 
making in all 371 miles, and leaving about 350 miles to be provided 
for. That this direct line will be accomplished cannot be doubted. A 
considerable portion of the country traversed can provide sufficient 
means for its construction, and the necessary balance will be supphed 
by connecting lines and by private interests. For that portion of the 
link, unprovided for, between Anderson and Knoxville, it is behoved 
that the legislature of the State of South Carolina will extend liberal 
aid. The South Carolina and the Greenville and Columbia roads, form- 
ing the lower portions of this great chain, are also expected to render 
efficient support. That portion of it through the State of Tennessee 
will undoubtedly receive the benefit of the recent internal improvement 
act of that State, which appropriates S8,000 per mile to certain leading 
lines — a sum sufficient, with what private means can be obtained, to 
secure its construction. The link from Danville, Kentucky, to the 
boundary line of Tennessee, traverses a region of vast mineral re- 
sources. It is behoved the amount lacking to complete this link, be- 
yond the means of the people upon it, will eventually be furnished b}^ 
parties interested in the whole as a through route. Active measures are 
m progress upon the entire route to secure the necessary surveys, to 
provide the means of construction, and to awaken the minds of the 
people to the importance of the work. 

The other important projects in South Carolina are the Greenville and 
Columbia^ the Charlotte and South Carolina^ the Wilmington and Man- 
chester, and the Northeastern road, extending from Charleston to a junc- 
tion with the Wilmington and Manchester road. The Charlotte and 
South Carolina and the Wilmington and Manchester roads he partly in 
North Carolina, but they are appropriately described as a portion of the 
South Carolina system. 

The Greenville and Columbia road extends from Columbia, the termi- 
nus of the Columbia branch of the South Carolina railroad, to Green- 
ville, a distance of about one hundred and twenty-three miles. It has 
two branches — ^one extending to Pendleton, and the other to Anderson 
court-house. The leading objects in its construction are of a local char- 
acter; though, as before stated, it is intended to make it a portion of a 
through line to the Mississippi Valley. The road traverses one of the 



282 ANDREWS' REPORT ON 

best portions of the State. It has been built at a low cost, owing to 
the favorable nature of the country traversed, and the enterprise prom- 
ises to be highly remunerative. A considerable portion of this line is 
in operation, and the whole will be completed at an early day. 

There is in progress from this road a branch of some magnitude ex- 
tending to Laurens, and a portion of it is in operation. 

The Charlotte and South Carolina railroad has been briefly alluded 
to. Its line extends from Charlotte, the most important town in west- 
ern North Carolina, to Columbia, the capital of South Carolina, and i& 
about one hundred and ten miles long. It is an important link between 
the other roads of the States, and, with them, between those of the 
northern, southern, and southwestern States. Its local business will be 
lucrative, as it traverses a rich country without suitable avenues to 
market. Like most of the southern roads, it has been constructed at a 
low cost. It is nearly completed, and will be shortly opened. 

Connected with this road, at Chester, is a branch road, called the 
Kingh Mountain railroad, in operation and extending to Yorkville, a 
distance of about twenty-five miles. 

Wilmington and Manchester Railroad. — The chief object of this line is 
to supply the link for the connexion of the roads of the States of South 
Carolina and Georgia with those of the north. It is this object which 
gives it general importance, though its principal revenues will undoubt- 
edly be derived from local traflic, which the country traversed will 
probably supply. The road is about one hundred and sixty-two miles 
long. Its construction is essential to the convenience of the travelling 
public, and will add largely to the traffic of all the connecting lines. 
A glance at the accompanying map will well illustrate its relations to 
other roads. Although a first-class road, it is constructed at the mini- 
mum cost of southern roads. The whole line is under contract and 
well advanced; some portions of it are opened, and the whole is in 
progress to completion with all practicable dispatch. 

The only project of any considerable public importance, not already 
noticed, is the Northeastern road, extending from Charleston to the Wil- 
mington and Manchester road, at a point between Marion and Darling- 
ton. The object of this road is to secure to Charleston a more direct 
outlet, and to place her in a line of travel between the North and the 
South. Without such a work, the tendency of the Wilmington and 
Manchester road would be to divert the through travel from that city, 
and w^ould consequently threaten her with the loss of a portion of her 
business and public consideration. To fortify her position, this city 
also proposes to construct a railroad direct to Savannah. By these 
works she will place herself on the convenient line of travel between 
the extremes of the country. 

The length of this first-named line will be about one hundred miles. 
Its cost will be between $1,500,000 and $2,000,000. The work is 
light, the only difficult point being the crossing of the Santee river. 
The route is now under survey, and will be commenced as soon as 
practicable. The road may be regarded as a Charleston project, and 
that city will contribute largely to its construction. 



COLONIAL AND LAKE TRADE. 283 

GEORGIA. 

Population in 1830, 516,823; in 1840, 691,392; in 1850, 905,999. 
Area in square miles, 58,000 ; inhabitants to square mile, 15.62. 

The State of Georgia has distinguished herself for the extent, excel- 
lence and successful management of her railroads. In these respects 
she ranks first among the southern States. Her success is mainly 
owing to the fact, that her great lines of railroad were completed within 
a comparatively brief period after they were undertaken. From the 
sparse population in the South, and the absence of large towns in the 
interior, the completion of a road is necessary to success. Until the 
connexions proposed are formed, the work is generally unprofitable. 
Successive links, as they are opened, do not yield a large revenue, as 
is the case with many northern lines, which find between two neigh- 
boring villages a remunerating traffic. To this fact is, in some degree, 
to be attributed the failure in the South of many of the projects of 
1836 and 1837. Portions only of the lines of railroad commenced at 
that period were completed. The commercial revulsions which fol- 
lowed checked their further prosecution. The several links brought 
into use were not of sufficient length or importance to develop and 
command a remunerative business ; and, in some instances, projects 
w^ere abandoned even after a portion of their lines had been opened for 
business. The reverses which have been alluded to, were chiefly con- 
fined to the projects of the newly-settled southern and western States. 
These States were then a wilderness as compared with their present 
condition. At that period success was impossible, not only from the 
lack of capital adequate to the enterprises, but of those qualities- neces^ 
sary to superintend and carry out these enterprises, and which can 
only result from experience. The effect of the reverses sustained, was 
to discourage for a time all attempts to construct railroads. But the 
long period which has since elapsed has brought with it greater means ; 
a wider experience ; the successful examples of other States ; more 
distinct and better- defined objects; and a more intimate acquaintance^ 
and hearty co-operation among people interested in such works. The 
operation of time has settled our commercial depots, and established 
the convenient channels of commerce and travel. At an earlier period 
these were assumed in the projects undertaken, and the results fre- 
quently proved these assumptions to be wide of the truth. New lights 
have arisen as guides to renewed efforts. The southern people are 
again inspired with confidence and hope; and the movement now going 
on throughout the southern States, founded upon a proper knowledge 
of their wants and abilities, and guided by wider experience and more 
competent hands, is destined to achieve the most satisfactory results. 

The success of the Georgia roads, as already stated, was owing to 
the fact that, after a severe struggle, her leading lines were completed 
without great delay. As soon as they were brought into use they at 
once commenced a lucrative business, yielding a handsome return upon 
the cost, and have proved of inestimable benefit to the people of the 
State. Their roads have not only enabled them to turn their resources 
to the best account, but have done much to develop that spirit of enter- 



284 ANDREWS' REPORT ON 

prise and activity for which the people of Georgia are particularly dis- 
tinguished. 

The leading roads in operation in Georgia constitute two great lines, 
representing, apparently, two different interests. The first extends 
from Savannah, the commercial capital of the State, to the Tennessee 
river, a distance of 434 miles, and is made up of the Georgia Central, 
Macon ard Western, and Western and Atlantic roads. The latter, hy 
which the railroad system of the State is carried into the Tennessee 
Talley, is a State work. The second line traverses the State from east 
to west, crossing the other nearly at right-angles, and is made up of 
the Georgia and the Atlanta and La Grange railroads. This line may 
be considered as an extension, in a similar direction, of the South 
Carolina railroad, and rests on Charleston as its commercial depot, 
as does the former on Savannah. To a certain extent the West- 
-ern and Atlantic link may be said to be common to both lines. 
The first described line, however, has important branches, which con- 
nect it wdth a much larger portion of the State than the latter. At 
Macon it receives the Southwestern railroad, an important line, already 
constructed to Oglethorpe, which will be continued to Fort Gaines, on 
the Chattahoochee. A branch of this hue is in progress to Columbus, 
an important town on that river, and the principle depot of trade for 
western Georgia and eastern Alabama. Upon the completion of these 
roads the Central line will extend to the northern and western bound- 
aries of the State, and will receive an important accession to its already 
flourishing traffic. 

The three great roads of the State, which have been in operation 
for a comparatively long period — the Central, the Georgia, and the 
Macon and Western — have, for many years past, been uniformly suc- 
cessful, and take high rank among our best managed and best paying 
roads, averaging, lor a series of 3^ears, eight per cent, dividends. 
Notwithstanding their imperfect mode of construction, which has 
required repairs equal to an entirely new superstructure, their cost per 
mile is less than the average of roads throughout the country. This 
is owing in part to the favorable character of the country for such 
enterprises, and the prudent and skilful manner in which they have 
been coustructed and managed. All these have proved profitable works, 
chiefly from their local traffic. The rapid extension of connecting 
links, which must use the above as their trunk lines to market, must, 
in the ordinary course of business, add very largely to their present 
considerable revenues. 

Among the most important roads in progress in the State, ma}^ be 
named the Wayneshoro\ the Southwestern, the Muscogee and the Atlanta 
and La Grange. 

The object of the Way?ieshoro^ road is to effect a communication, b}' 
railroad, between Savannah and Augusta, the latter the terminus of 
the South Carolina and Georgia railroads, and situated at the head of 
navigation on the Savannah river. A portion of this line is already in 
operation, and the whole is nearly completed. It is an important con- 
necting link between other roads, and will greatly add to the facilities 
of business and travel in the southeastern portion of the State. 

The Southwestern road will provide an outlet for the rich planting 



COLONIAL AND LAKE TRADE. 285^ 

district of southwestern Georgia, one of the best cotton-growing regions 
in the South. This road has already reached Oglethorpe, and is to be 
extended to the Chattahoochee. It will then have an outlet in each 
direction of trade. Th^ proposed extension of the road is regarded as 
the appropriate line to supply railroad accommodation to the south- 
w^estern portion of the State. The Southwestern is already in posses- 
sion of a large revenue from local traffic alone. This will be materially 
increased by the farther extension of its own line, and of connecting 
roads. 

The Muscogee road extends from the city of Columbus, eastward, 
to its junction with the Southwestern, a distance of 71 miles, striking 
the latter about Fort Valley, 28 miles from Macon. It traverses a rich 
planting country, and is an important work, both as a through and 
local road. At Columbus it will ultimately form a connexion with the 
roads now in progress and operation in Alabama. Its through traffic, 
derived from the business centring at Colambus alone, will constitute 
a valuable source of revenue. It is nearly completed, and its opening 
is regarded as an event of considerable importance to other roads in 
the State. 

The Atlanta and La Grange bears pretty much the same relation to 
the Georgia as does the Muscogee to the Central line. It extends from 
Atlanta, the terminus of the Georgia and Western and Atlantic roads, 
to West Point, the eastern terminus of the Montgomery a,nd West 
Point road, a distance of 86 miles. A portion of this road is already 
in operation, and the whole is well advanced. Its completion will ex- 
tend the Georgia system of roads to Montgomery, Alabama. As a 
connecting link, it is justly regarded as a work of much public utility. 
It traverses a very beautiful and highly cultivated portion of the State, 
and cannot fail to have, with all the roads of the State, a lucrative local 
traffic. 

The only important road in Georgia already in operation, and not 
particularly noticed, is the Western and Atlantic, extending from 
Atlanta to the Tennessee river. To the State of Georgia must be 
awarded the honor of first surmounting the Great Alleghany or Appa- 
lachian range, and of carr3dng a continuous line of railroad from the 
seacoast into the Mississippi valley. From the difficulties in the way 
of such an achievement, it must always be regarded as a crowning 
work. Wherever accomplished, the most important results are certain 
to follow. The construction of the Western and Atlantic road Avas the 
signal for a new movement throughout all the southern and south- 
western States. By opening an outlet to the seaboard for a vast sec- 
tion of country, it at once gave birth to numerous important projects, 
which are now making rapid progress, and which, when completed, 
will open to the whole southern country the advantages of railroad 
transportation. Among the more important of these may be named 
the Mem-phis and Charleston, the East Tennessee and Georgia, and the 
Nashville and Chattanooga roads, already referred to. The former 
will open a direct line of railroad from Memphis, an important town 
oo the Tennessee river, to the southern Atlantic ports of Charleston 
and Savannah, and will become the trunk for a great number of im- 
portant radial branches. The Nashville and Chattanooga, traversing 



286 Andrews' report on 

the State of Tennessee in a northwesterly direction, has given a new 
impulse to the numerous railroads which are springing into life, both in 
Tennessee and Kentuck}^ These railroads will soon form connexions 
with those of Ohio, Indiana, and Illinois, and thus all the northern and 
western States will be brought into intimate business relations with 
the southern cities of Charleston and Savannah. Through the East 
Tennessee and Georgia road a connexion will be formed with the line 
traversing the United States from north to south. The influence of 
such a connexion upon the growth and prosperity of these cities, as 
well as of the country brought into communication with them, can 
hardly be estimated. 

A railroad is also proposed from St. Simon's sound, on the Atlan- 
tic — said to be a good harbor — to Pensacola, in Florida. One object in 
the construction of this road is to build up the town of Brunswick upon 
that sound. As this road would connect two good harbors, one upon 
the Atlantic coast and the other upon the gulf, it will prove an import- 
ant work. It would also open an extensive territory at present but 
slightly developed, for the want of a suitable outlet. 

A railroad is contemplated from Savannah to Pensacola. Its object 
is to open a communication between that city and the southern portion 
of the State, and to attract the trade of a large section now threatened 
to be drawn off b}^ rival works. The project has its origin in the sup- 
posed benefit it w^ould confer upon the city of Savannah, which is ex- 
pected, to aid largely in its construction. 



FLORIDA. 



Population in 1830, 34,730 ; in 1840, 54,477 ; in 1850, 87,401. Area 
in square miles, 59,268 ; inhabitants to square mile, 1.47. 

In another part of this report full notice is given to this State, em- 
bracing the works of internal improvement therein, whether constructed, 
in progress, or contemplated to be made, and also those heretofore 
made and now abandoned. It would be superfluous to repeat that 
notice here. Reference is made, therefore, to the communications of 
citizens of this State, contained in the Appendix at the end of this re- 
port, to the documents accompanying the same, and to comments of 
the undersigned, prefixed thereto, for full information on these and other 
subjects respecting this State. A paper respecting the " Gulf of 
Mexico" and the " Straits of Florida," prepared from notes furnished 
by a distinguished and intelligent engineer officer of tlie United States ^ 
is likewise inserted in the Appendix, and contains important matter 
relating to this State. 



ALABAMA, MISSISSIPPI, AND LOUISIANA. 

The roads of these States belong to a general class, from the similar- 
ity of their direction and objects, and from the intimate relations exist- 



COLONIAL AND LAKE TRADE. 287 

ing between many of their important lines. As already stated, the 
great lakes are the radial points of the internal improvement system of 
this country. In conformity with this fact we find, that on reaching the 
Gulf of Mexico the general direction of the great lines extending into 
the interior gradually changes, in harmony with this fact, and that 
those arising from the Gulf of Mexico are at right angles both to this 
and our great northern lake boundary. 

In examining the character and prospective business of roads running 
at right angles to the parallels of latitude, compared with those follow- 
ing the same parallels, some marked points of difference are found. In 
the latter case, where there is no variety of pursuits, and where the 
whole population is engaged in agriculture, there can be little or no 
local traffic. The products being identical, all the surplus is the same 
in kind. But upon a route following a meridian of latitude, an entirely 
different rule prevails. Such routes traverse regions abounding in a 
diversity of productions, all of which are regarded as essential to the 
wants of every individual in the community. Such lines may be said 
to coincide with the natural routes of commerce, over which a large 
traffic must always pass, although the territory traversed may be en- 
tirely devoted to agriculture.. The grains, provisions, and animals of 
the north are wanted by the soathern States engaged in the cul- 
ture of cotton, rice, sugar and tobacco ; and these last-named products 
are received by the people of the north in excha^nge for what they have 
to sell. In this country, therefore, the routes running east and west 
may be termed the artificial, those running north and south the natural 
routes of commerce. It is this fact that gives particular importance to 
the great line of communication which it is proposed to extend from 
the Gulf of Mexico to the lakes, thus uniting a country the extremes of 
which abound in the firuits of the tropics, and in the [)roducts of high 
northern latitudes. 

A railroad extending from the Gulf of Mexico constitutes a great 
national route of commerce, and furnishes a channel of distribution over 
the whole country, for the vast variety of products of the regions tra- 
versed, and at the same time constitutes an outlet for such surplus as 
may not be required for domestic consumption. Such are the extent 
and range of human wants, that they require the whole aggregate pro- 
duction of every variety of soil and climate for their supply. Owing 
to the variety of climate, this country is capable of producing nearly 
every article used in ordinary consumption, and an abundance of all 
that are of primary importance. Upon the completion of a railroad 
from the Gulf of Mexico to Lake Michigan, a person living midway 
between the two will be enabled to have his table daily supplied with 
the luxuries of both extremes — the delicious fruits of the tropics, and 
the more tempered but equally valuable products of northern latitudes. 
The differences of chmate will then, practically, cease to exist. The 
speed of the railway train will scatter over the whole country, freshly 
plucked, the fruits of every latitude, and one climate will practicall}' 
exist for all, in the possession of an abundance of the products o^ each. 

Extended lines of railroads are equally important in another point of 
view. It always happens that while in the aggregate there is an 
abundance of production for the wants of all, there will be failures of 



288 Andrews' report on 

crops in different portions of the country. Such must be the case in a 
country of so vast an area as our own. With ordinar}^ roads only, it 
is found impossible so to distribute the surplus produced as to secure 
abundance at points where production has failed. The limit to 
economical transportation over the ordinary roads is measured by a few 
miles. The greatest extremes of want and abundance, therefore, may 
exist in adjoining States. All these evils are remediable by railroads, 
so that the}^ will not only secure to us a practical uniformity of climate, 
but of seasons also, giving to us the greatest variety, and at the same 
time the greatest certainty, of uniform supply. 



ALABAMA. 

Population in 1830, 309,527; in 1840, 590,756 ; in 1850, 671,671. 
Area in square miles, 50,722; inhabitants to square mile,. 15.21. 

Mobile and Ohio railroad. — The first of the great works of the 
character we have described is the Mobile and Ohio railroad, extend- 
ing from Mobile, on the Gulf of Mexico^ to the mouth of the Ohio 
river, a distance of 594 miles. From Mobile it will be extended down 
Mobile bay to a point where a depth of 20f feet of water is reached 
at low tide, making the whole length of hue 609 miles. The route 
traversed is remarkably favorable. There are no grades in the direc- 
tion of the heavy traffic exceeding 30 feet to the mile. The highest 
point of elevation above the gulf is only 505 feet. No bridges are 
required above 130 feet long. The estimated cost of the road, with 
a liberal outfit, is $10,000,000. Of the whole line, 33 miles are already 
in operation ; but the work is in progress upon 279 more, and the 
balance will be immediately placed under contract. It is intended to 
have the whole line completed within three years from the present 
time. The company are fast securing ample means for its construc- 
tion, which are materially strengthened by a recent liberal donation of 
land by the general government. That portion of the line through "the 
State of Tennessee is provided lor by the recent internal improvement 
act of that State. The w^ork is under the most efficient management, 
and its completion witiiin the shortest practicable period is unques- 
tioned. 

The importance of this work, both to the city of Mobile and the 
vvhole southern country, can hardly be over-estimated. By means of it 
the produce of the South may, with the greatest expedition, be brought 
alongside of ships drawing 20f feet water. The route traversed is 
nearly equidistant from the navigable w^aters of the Tombigbee river 
on the one hand, and the Mississippi on the other. It traverses a region 
deficient in an}^ suitable means of transportation — one of the richest 
portions of the United States. Flanking, as it will, a very large por- 
tion of the best cotton lands in the countr}?-, it must secure to Mobile 
a large supply of this article, ordinarily sent to New Orleans. From 
the ease and cheapness with which the planter wdll be enabled to for- 
ward his staple to market, the road will stimulate the production of 
cotton to an extraordinar}^ extent. It will also develop numerous other 



COLONIAL AND LAKE TRADE. 289 

resources now lying dormant, and will give rise to a greater variety of 
pursuits, so essential to the best interests of the South. This work 
cannot fail to give extraordinary impulse to the growth of Mobile, and 
to secure to it a prominent rank among the principal commercial cities. 

Another great line of railroads commencing in Alabama, though at 
present resting upon the Alabama river at Selma, to be eventually car- 
ried to Mobile, .is the Alabama and Tennessee River railroad. The line 
•of this road extends from Selma to the Tennessee river at Gunter's 
Landing, a distance of 210 miles. The more immediate object of its 
construction is to accommodate the local traffic of the route traversed, 
although a large business is anticipated from the connexions hereafter 
to be formed. 

It is proposed to extend this road from Jacksonville to Dalton, Geor- 
gia, to connect with the great line already described, traversing the 
entire country, and passing through northern Georgia, eastern Ten- 
nessee, and central and western Virginia, and to which the above road 
will form the southern trunk, and connect this great line with the Gulf 
of Mexico. 

The Alabama and Tennessee railroad will also form a link in another 
important chain of roads, extending from the gulf to the great lakes. 
From Gunter's Landing, its northern terminus, it will be carried forward 
to the Nashville and Chattanooga road at Winchester, by the Winchester 
and Alabama road, now in progress. From Winchester to Nashville 
the Nashville and Chattanooga road is now in operation. From Winches- 
ter two routes are proposed — one by way of Nashville and Louisville, 
a portion of which is in operation, and the balance amply provided for ; 
and the other by way of McMinnville and Sparta, Tennessee, and Dan- 
ville and Lexington, Kentucky. From Winchester to McMinnville a 
road is in progress, as is one from Cincinnati to Danville, on the north- 
ern portion of the line. The link unprovided for is about 250 miles 
long. The Tennessee portion of this is embraced in the internal im- 
provement act of that State, and vigorous measures are in progress to 
secure the means requisite to the work, both in Tennessee and Ken- 
tucky. When these connecting lines shall be completed, the Alabama 
and Tennessee road will sustain the relation of a common trunk to all. 

The Alabama Central railroad, commencing in the State of Missis- 
sippi, and extending to Selma, is the appropriate extension, east, of the 
Mississippi Southern railroad, designed to traverse the State of Mississippi 
centrally from west to east. This line has been placed under contract 
from the State Hne to Selma. It is proposed to extend it still farther 
eastward, so as to form a connexion at Montgomery with the Mont- 
gomery and West Foint road. By the completion of the above work 
and its connecting lines, a direct and continuous railroad would be 
formed, extending from the Atlantic ports of Charleston and Savannah 
to the Mississippi river at Vicksburgh, and traversing, for a greater 
portion of the distance, a region of extraordinary productiveness. Its 
importance as a through line of travel will be readily appreciated from 
an examination of the accompanying map. The whole of this great 
line, with the exception of the link from Selma to Montgomery, which 
will, for the present, be supplied by the Alabama river, is in progress. 

Another line of very considerable magnitude is the proposed road 
19 



290 ANDREWS' REPORT ON 

from Girard, a town upon the Chattahoochee river, opposite Columbus, 
to Mobile, under the title of the Girard railroad. A portion of the 
eastern division of this road is under contract. Its whole length is 
about 210 miles. It traverses, for a considerable part of its length, a 
rich planting region, only sparsely settled, for the want of suitable 
avenues. This hne would form a very important extension of the 
Muscogee and the Georgia system of roads. Of its eventual construc- 
tion there can be no doubt, though the means applicable to the work 
may not secure this result immediately. The line occupies a very 
important through route, and the project will be likely to receive the 
attention of other parties interested in its extension, so soon as they 
shall be released from their present duties, by the completion of the 
works upon which they are now occupied. 

The Memphis and Charleston railroad, the line of which traverses the 
great Tennessee valley in Alabama from east to west, has already 
been briefly noticed. It commences at Memphis, the most important 
town upon the Mississippi between New Orleans and St. Louis, and 
passing through portions of Tennessee, Mississippi, and Alabama, 
forms a junction with the Nashville and Chattanooga road in the north- 
eastern portion of the last named State. Its length is 281 miles ; the 
whole line is under contract. Its estimated cost is about $3,000,000. 
Nearly the whole cost of the road is subscribed in stocJc ; and, as ample 
means for construction are already provided, the work will be urged 
forward toward completion with all practicable dispatch. 

The above line includes two of the old railroad projects of 1837, 
the Lagrange and the Tuscumhia and Decatur, The former of these 
was abandoned after its line was nearly graded ; the latter was com- 
pleted with a fiat rail, and has for late years been worked by horses 
as the motive-power. The original object of the last named road was 
to serve as a portage around the "Muscle Shoals," which in low water 
are a complete obstruction to the navigation of the Tennessee river. 
Both of the above roads have been merged in the Memphis and Charles- 
ton road, and are now portions of it, and their direction coincides with 
that of the great line. Their adoption will diminish largely the cost of 
the latter. 

The Memphis and Charleston road, as part of a great line connecting, 
by a very direct and favorable route, the leading southern Atlantic 
cities, Charleston and Savannah, with the Mississsippi river, may be 
urged as of national importance, and must become the channel of a 
large trade and travel. Its western division will form a convenient 
outlet to the Mississippi river, for that portion of the Tennessee val- 
ley ; and will save the long circuit at present made by way of the 
Tennessee, Ohio, and Mississippi rivers. For the eastern part of this 
great valley, it will afford a convenient outlet to the Atlantic ports. It 
will, when completed, form a part of the shortest practicable line of 
railroad between the Mississippi and the Atlantic — a fact in itself 
sufficient to establish its claims to public consideration. For the greater 
part of its length it traverses the "Tennessee valley," one of the most 
fertile districts in the United States. This road will add largely to the 
commercial importance of Charleston and Savannah, by securing to 



COLONIAL AND LAKE TRADE. 291 

them a portion of a large trade now drawn off to the Mississippi for 
want of an eastern outlet. 

The only considerable work in operation in Alabama is the Montgo- 
mery and West Point railroad. This being one of the early projects of 
the South, was unfortunate in its original mode of construction, and 
has consequently been unproductive till within a few years. Under 
its present efficient management the road has been completely reno- 
vated ; and now properly takes rank among the leading southern pro- 
ject's. It traverses a fertile and productive region, and has a large 
local business. It occupies an important position to the great through 
line of travel between the North and the South. Travellers from Mo- 
bile and New Orleans can reach Montgomery by steamboat, at nearly 
all seasons of the year. From that point the line of travel is carried 
forward to the Boundary line of Georgia, by the above railroad. From 
West Point to the Georgia roads the distance is less than 100 miles ; 
and this link will shortly be supplied by the Atlanta and Lagrange 
railroad. The route of the Montgomery and West Point railroad is 
identical with that of a great line of travel, and is already in possession 
of a large through business, which will be much increased by the pro- 
gress of southern railroads. It may be here stated, that it is proposed 
to connect the last portion of this road with Columbus, so as to form a 
junction with the Muscogee railroad. Such an improvement would 
constitute the Montgomery and West Point road the trunk of two great 
eastern lines. It is also proposed to extend a line of railroad from 
Montgomery to Mobile. Although there can be no doubt of the ulti- 
mate realization of this last project, it is not yet sufficiently matured to 
demand further notice. 



MISSISSIPPI. 

Population in 1830, 336,621; in 1840, 375,651; in 1850, 600,555. 
Area in square miles, 47,156; inhabitants to square mile, 12.86. 

The only important work in operation in Mississippi is the Southern 
railroad, extending from Vicksburg to Brandon, a distance of about 
sixty miles. This, like the Montgomery and West Point railroad, was 
one of the early projects of the South, and has experienced a similar 
history. By the original plan it was proposed to make this part of a 
line extending through the States of Mississippi and Alabama to Geor- 
gia, and, in connexion with the roads of that State, to the Atlantic. As 
was the case with so many southern roads, the scheme proved a 
failure. It is, however, reviving under circumstances that promise 
full success. As already seen, a greater part of the Alabama portion 
is either completed or in progress ; and operations are about to be 
commenced upon the unfinished Mississippi section. When com- 
pleted, this line will prove a work of great public utility. There is 
none in the country for which there is greater apparent necessity. 
The whole route traverses one of the richest planting districts in the 
south ; and as the people on its line can readily furnish the necessary 
means, its early construction is not to be doubted. 



292 Andrews' report on 

Of the proposed lines in this State the most important is the New 
Orleans, Jackson, and Northern, by means of which the city of New Or- 
leans ,aims at opening a communication with the roads in progress- in 
the southern and western States. The proposed northern terminus of 
this great work is NashmUe, the- capital of the State of Tennessoe. The 
length of the road will be about five hundred miles. It is regarded 
with especial favor by the people of New Orleans, and is one of the 
great works by which that city proposes to restore to herself a trade 
which has in a measure been lost; to turn again the tide of western 
commerce in her favor ; and to develop the immense resources of an 
extensive region of country, to the commerce of w^hich she may justly 
lay claim. The magnitude of this project is well suited to the great- 
ness of the objects sought to be accomplished. After a long period 
of supineness, the city of New Orleans is at last fully awakened; and 
as an evidence of the interest already excited, and an earnest of fu- 
ture efforts, she has subscribed $2,000,000 to the stock of the above 
road, and is adopting the most vigorous and effective measures to se- 
cure its early construction. With the assistance offered by New Or- 
leans, the people on the line of the road can readily furnish the balance 
necessary for the work. It traverses a region of great wealth and pro- 
ductiveness, the inhabitants of which are alive to the importance of the 
work, and stand ready to contribute freely whatever may be required 
of them. When the great interest that the city of New Orleans has at 
stake in the success of the above work, and the local means that can 
be brought to bear upon it, are considered, its early construction cannot 
be doubted. The route is remarkably favorable, and the road can be 
built, for a greater part of the distance, at the minimum cost of southern 
roads. The line of this road has not been definitely located, but will 
probably pursue a pretty direct course by way of Jackson and Aber- 
deen, Mississippi, and Florence, Alabama. 

The next great line in the State is the Mississip'pi Central, extending 
from Canton in a northerly direction, and passing through Holly Springs 
to the State line of Tennessee. Thence it is proposed to extend it to 
Jackson, in the latter State, there to form a junction with the Mobile 
and Ohio road^ and the proposed line from Louisville, Kentucky, to 
Memphis. At Canton it will unite with a road now in progress tO' 
Jackson, and, in connexion with this short hnk, will constitute the 
legitim.ate extension, northward, of the New Orleans and Jackson line. 
Although the work of construction has not yet commenced, ample 
means have already been provided by the counties, and the wealthy 
planters upon its line. The object of the road is to open an outlet for 
the rich cotton lands traversed by it, which are now deprived of all 
suitable means of sending their products to a market. Whenever rail- 
roads are constructed in the south, they diminish so largely the cost of 
transportation, and consequently increase the profits of the planter, that 
a necessity is imposed upon other districts to engage in their construc- 
tion, as the means of competing successfully with those in possession 
of such works. 

The above road, with its connecting links, will constitute an import- 
ant fine of through travel between New Orleans and the northern 
States. 



I 



COLONIAL AND LAKE TRADE. ^3 

Another road of considerable importance is proposed through the 
northern part of the State, commencing at Memphis, Tennessee," and 
passing through Holly Springs and the northern tier of counties to the 
Tennessee river. One of its leading objects is the accommodation of 
a very rich and productive planting district. The line of the MempFds 
nnd Charleston road will also traverse a small portion of the northeast- 
ern corner of the State. 



LOUISIANA. 

Population in 1830, 215,739; in 1840, 352,411; in 1850, 517,739. 
Area in square miles, 46,431 ; inhabitants to square mile, 11.15. 

The State of Louisiana, having in the Mississippi river a convenient 
channel not only for the trade and travel of its own people, but for 
opening to them the interior commerce of the country, has neither at- 
tempted nor accomplished much in v/orks of artificial improvement. 
Before railroads were brought into use, the river afforded the best 
known mode of transportation, both for persons and property, and long 
habit had produced a conviction that it could not be superseded by 
any other channels or routes of commerce. No representations could 
awaken the people of New Orleans to a sense of the importance of fol- 
lowing the example of other cities, and of strengthening their natural 
position, by artificial works, till a diminished trade — the result of the 
works of rival comimunities — rendered the necessity of undertaking 
similar improvements too apparent to be longer delayed. Although the 
projects of the northern and eastern States, by which they sought to 
reach the trade of the Mississippi basin, had been only partially ac- 
complished, yet the influence which they exerted, even in their infancy, 
in diverting the commerce of that grent valley from its natural and ac- 
€UStom.ed channels, has been so marked and decided, that, for a few 
years past, the trade between New Orleans and the distant portions of 
the great valley has diminished — at least has not increased — notwith- 
standing the rapid increase of the West in population and production. 
Such a fact was too startling not to arouse the whole community to a 
sense of the necessity of taking the proper steps to avert a calamity 
threatening the loss of their trade and commercial importance ; and the 
people of New Orleans are now taking the most efficient measures to 
repair the consequences of their neglect, and are busily engaged in the 
prosecution of two great works, by means of which they propose to 
reestabhsh and retain the hold they once had upon the trade of the 
Mississippi valley. 

The leading project nov/ engaging the attention of the people of Loui- 
siana, and particularly those of New Orleans, is the Islew Orleans and 
NashviUe railroad, by constructing which they propose to connect them- 
selves not only directly with a region of country capable of supplying 
the largest amount of trade, but with the numerous railroads now in 
progress in the south and west. The length of this road will not be 
far from 500 miles. It will traverse, as is well known, a very fertile 



294 Andrews' report on 

and productive region, and at its northern terminus will be brought 
into communication by railroad with every portion of the country. It 
is believed that this road will exert a -strong counteracting influence to 
the efforts now made to draw off the trade of the Mississippi valley to- 
ward other cities. The whole line is now under survey, and will be 
placed under contract as soon as practicable, when the w^ork of con- 
struction will be urged forward with the greatest possible dispatch. 

The other leading project, dividing the attention of the State with 
that described, is the New Orleans and Opelousas railroad. The object 
of this road is to accommodate the trade and travel of the country 
traversed, and eventually to form the trunk of two other great lines ^ 
one extending into Texas, with the expectation that it will eventually 
be carried across the continent to the Pacific ; and the other in a 
northerly direction, through Arkansas, to St. Louis. These extensions^, 
however, form no part of the present project, which is limited to the 
territory of the State. 

The route of this road traverses the great sugar-producing district of 
Louisiana, from which transportation to a market, on account of the 
impossibility of constructing good earth-roads, involves a h^avy ex- 
pense and great delay. For the immense products of this portion of 
the State, the road will constitute a suitable outlet in the convenient 
direction of trade. The work of construction will be commenced im- 
mediately, as ample means are prepared for this purpose. 

The above are the two leading works of the State, and alone require 
particular description. Most of the projects that will be constructed 
within the State, for some years to come, will probably be based upon 
the above lines. 

The influence which railroads are calculated to exert upon the com- 
merce, and in this manner upon the public sentiment of a community, 
has been remarkably illustrated in the present condition of the trade of 
New Orleans ; and in the extraordinary revolution which a conviction 
of the necessity of these works, as a means of maintaining their pros- 
perity and commerce, has effected in the politcal organization of that 
city and the State. So long as commerce was confined entirely to 
natural channels, New Orleans occupied a position possessing greater 
advantages than any other city on this continent. She held the key to 
the commerce of its largest and most productive basin, watered by 
rivers which afford 50,000 miles of inland navigation. This basin is 
now the principal producing region of those articles which form the 
basis of our foreign and domestic commerce. 

The ability, therefore, to monopolize this trade, will be the test of 
commercial supremacy among numerous competitors. Before the con- 
struction of artificial channels. New Orleans enjoyed a natural monopoly 
of the trade of the Mississippi valley. But it has already been demon- 
strated that in the United States natural channels of commerce are 
insufficiently matched against those of an artificial character. The 
progress of the latter has already made serious inroads upon a trade, 
to which the merchants of New Orleans formerly supposed they had 
a prescriptive right. There can be no doubt that this trade is to be 
turned toward the eastern cities, unless it can be restored to its old 
routes by the construction of channels better suited to its wants than 



COLONIAL AND LAKE TRADE. 295 

the Mississippi river and its tributaries. As already stated, the people 
neither of New Orleans, nor of the State, could be induced to act till 
the danger to be averted became imminent. But as, in the southern 
States, works of the magnitude proposed cannot be executed by private 
enterprise, it was found, so far as Louisiana was concerned, that neither 
the credit of tiie State, nor that of the city of New Orleans, could be 
made available to the works proposed ; that of the State from a consti- 
tutional inhibition, and that of the city because it had already been dis- 
honored. Under these circumstances, it was felt that the first step to 
be taken was to remove the disability on the part of the State, and to 
restore the credit of the city to a point at which it could be made avail- 
able for the carrying out of plans designated to promote its growth and 
prosperity. Both objects have already been accomplished. The con- 
stitution of the State has been remodelled, so as to permit extension of 
aid to railroad projects. A much greater change has been effected, as 
far as New Orleans itself is concerned. Up to a recent period that city 
was divided into three municipalities ^ each having a distinct political 
organization. Each of these municipalities had contracted large debts, 
the payment of which had been dishonored. Their credits, of course, 
could not be made available for any works of improvement. It was 
seen that the proper and only course for the accomplishment of the 
results aimed at, was to consolidate the different organizations into one 
body, and pay off old liabilities by new loans resting upon the credit 
of the whole city. All this has been effected. The result has been 
magical. The credit of the city has been completely restored. The 
new loan, to pay off outstanding liabilities, commanded a handsome 
premium, and the city is now in a position to extend efficient aid to her 
proposed works. As the loss of her business and her credit could be 
directly traced to the indifference with which she regarded all works 
of internal improvement, she proposes to restore both by calling to her 
assistance all the agencies supplied by modern science in aid of human 
efforts and in the creation of wealth. 

In addition to the recent loan of $2,000,000 referred to, the city has 
voted $2,000,000 in aid of the New Orleans and Nashville, and $1,500,- 
000 to the NeiD Orleans and Opelousas roads. These sums will proba- 
bly be increased, should it be found necessary to the accomplishment 
of their objects. Both works are to be pushed forward with all the 
dispatch called for by the exigencies demanding their construction. 

There are two or three short roads in operation in this State, of a 
local character, and other lines are projected ; but they are not suffi- 
ciently matured to call for particular notice in this report. 



TEXAS. 



Population in 1850, 212,592. Area in square miles, 237,321 ; in- 
habitants to square mile, 0.89. 

The State of Texas has been too recently settled to allow time for 
the construction of extensive hues of railroad. It must, however, soon 
become an active theatre for the progress of these works, which are 



296 Andrews' report on 

not only very much needed, but for which the topographical features* 
of the State are favorable. The surface of the greater part of it con- 
sists of level, open prairies, which can be prepared for the superstruc- 
ture of railroads at a slight expense. The soil is of great fertility, capa- 
ble of producing large quantities of sugar and cotton, which must ulti- 
mately be forwarded over railroads to market, from the absence of 
navigable rivers. 

The most prominent projects, at the present time, occupying the atten- 
tion of the people of this State, are the proposed road from Galveston to* 
the Red river, and the extension westward of the Neiv Orleans and Ope- 
lousas railroad. The line of the former of these extends from Galveston 
in a generally northern direction, between the Brazos and Trinity rivers, 
to the Red river, which forms the northern boundary of the State. It 
will be about four hundred miles long. Through its- whole length it 
traverses a fertile region, well adapted to the culture of cotton. This 
portion of Texas is entirely wanting in any natural outlet for its products-. 
It already contains a large and thriving population, capable of supply- 
ing a lucrative traffic to a road. Towards this project the St;ite has 
made a grant of lands equal to 5,000 acres per mile of road, and will^ 
if necessary, extend farther aid. These lands are a gratuity to the 
company constructing the road. Measures are now in progress which 
will probably result in placing the whole of this important work under 
contract. When completed it will prove of great benefit to the people 
upon its route, and to northern Texas ; will add a large area to the 
Gi/m/<2&Ze cotton-producing district of the South, and will greatly increase 
the commercial importance of Galveston, the principal seaport of the 
State. 

The other work referred to traverses the State from east to west, 
connecting at its eastern terminus with the New Orleans and Opehusas 
road. The above is proposed, not only as an outlet for the trade and 
commerce of the central portion of the State, but as part of a great line 
of railroad connecting the Gulf of Mexico with the Pacific. It is 
claimed that through Texas is to be found the appropriate line for such 
a work. Should such prove to be the fact, the proposed line will coin- 
cide with the route of the natimal road, as far as the territory of Texas 
is concerned. Apart, however, from all considerations of its becoming 
a portion of the Pacific project, the necessity for a railroad traversing 
the State from east to west is so urgent, that its speedy construction 
may be considered certain. 

No State in the Union is making more rapid progi'ess than Texas, 
and the lapse of time will surely bring with it all the improvements we 
find in older States. The value of such works is fully appreciated, 
and there is every disposition to encourage their construction b}^ hberal 
grants of land, of which the State holds vast bodies. The only re- 
maining work in progress in the State is the Buffalo, Baymi, Brazos^ 
and Colorado road, extending from Harrisburg, on Buffalo bayou, to the 
Brazos river, a distance of thirty-two miles. The object of this road 
is to divert the trade of that river to Galveston bay. This trade has 
already become important, and the above work will open for it an out- 
let in a convenient direction to the principal seaport of the State. 

There are numerous otlier projects engaging the attention of the pee- 



COLONIAL AND LAKE TRADE. 297 

pie in various portions of the State ; but there are none, except those 
described, of which the direction and objects are sufficiently de- 
fined, to fall within the scope of this notice. When the great area of 
Texas, the favorable character of its territory for the construction of 
railroads, its resources, and the dense population it will soon contain, 
are taken into consideration, there can be no doubt that it will, ere 
long, become an active theatre of railroad enterprise and success.' 

In addition to those named, the following projects are attracting 
more or less attention throughout the State, viz : 

1. The Texas Western railroad, to run from Corpus Christi to such 
points on the Rio Grande as maybe deemed expedient, in. the direction 
of El Paso. 

2. The Goliad and Aransas Bay railroad. 

3. The Lavaca railroad, to run up Guadalupe valley. 

4. The San Antonio and Mexican Gulf railroad, to run from some 
point on the coast between Galveston and Corpus Christi to San An- 
tonio. 

5. The Brazos and Colorado railroad, from Austin to Galveston bay. 

6. The Henderson and Burlcville road, from Burkville to Henderson. 

7. The Vichburg and Austin City road. 

8. The Vicksburg and El Paso road in about 22° latitude. 



ARKANSAS. 

Population in 1830, (Territory,) 30,388; in 1840, 97,574; in ]850, 
209,639. Area in square miles, 52,198 ; inhabitants to square mile, 
4.01. 

This State has heretofore been regarded as too remote, and too thinly- 
settled, to become the theatre of railroad enterprises. A number of 
important projects, however, are now attracting great attention and 
interest among her people. The leading of these are the proposed 
road from Little Rock to the Mississippi river, opposite Memphis, with 
a branch to Helena; a road from Little Rock to Shreveport, on Red 
river ; and the line running from St. Louis to New Orleans. The pro- 
jects are rapidly assuming a definite shape. The want of a dense 
population, and consequently of means for the execution of enterprises 
of magnitude, may, for the present, delay the construction of roads in 
this State ; but, as in other western States, they will follow close upon 
the wants and the ability of the people of Arkansas to construct them. 



TENNESSEE. 



Population in 1830, 681,904; in 1840, 829,210; in 1850, 1,002,625. 
Area in square miles, 45,600 ; inhabitants to square mile, 21.98. 

The remarks by which the notice of the Kentucky improvements is 
prefaced are appropriate to those of Tennessee. The early projects 
of this State were equally unfortunate ; they shared a similar fate. 



298 



REPORT ON 



and produced the same results, so far as the public mind was con- 
cerned. It required the same efforts to restore to the people of the 
State confidence in their ability to execute these works, and arouse the 
public mind to a sense of their value. This object has been fully ac- 
complished. An elaborate system has been devised, adapted to the 
wants of every portion of its territory, and toward the construction of 
it the State guaranties a credit to the amount of $8,000 per mile, 
for the purchase of iron and equipment, upon the condition that the 
companies prepare the road-beds, and defray all other charges of 
construction. The State retains a lien upon the whole property, as 
security for the amount advanced. The companies embraced in the 
internal improvement act are the following: The Chattanooga and 
Charleston, the Nashville and Northwestern, the Louisville and Nash- 
ville, the Southwestern, the McMinnville and Manchester, the Memphis 
and Charleston, the Nashville and Southern, the Mobile and Ohio, the 
Nashville and Memphis, the Nashville and Cincinnati, the East Ten- 
nessee and Virginia, the Memphis, Clarksville, and Louisville, and the 
Winchester and Alabama railroads— making, in the aggregate, about 
1,000 miles of line. This act is believed to be judicious on the part of 
the State, as it will secure the construction of most of the projects 
coming within its provisions, without the risk of loss. By the use of 
the credit of the State, railroad companies will be enabled to save a 
large sum in discounts and commissions, which other roads are com- 
pelled to pay, upon the sale of their own securities. 

The most prominent road in the State, at the present time, is the 
Nashville and Chattanooga railroad, connecting the above places by a 
line of 151 miles. Chattanooga is already connected by railroad with 
the cities of Charleston and Savannah. About 100 miles of the above 
road are completed, and it is expected that by the first of January next 
the Tennessee river will be reached, and that the whole line will be 
completed in a few months after that event. 

The above road is the appropriate extension of the Georgia and South 
Carohna lines into the Mississippi valley, to which it opens an outlet 
on the southern Atlantic coast. For the want of other lines of com- 
munication, the Mississippi river and its branches have been the outlet 
of the trade of Tennessee. The completion of the roads now in pro- 
gress will liberate this trade from the long circuit it has been compelled 
to take, by way of the Cumberland and Tennessee rivers, to market, 
and bring it in direct communication with its best customers, the cotton 
producing portions of the southern States. 

The road is important, not only for the reasons stated, but as a con- 
necting link between two great systems of railroad occupying the 
northern and southern States. At Chattanooga and Winchester this 
road will connect with the railroads of Charleston, Georgia, and Ala- 
bama. Its northern terminus, Nashville, is the radiating point of a 
number of important roads, all of which will soon be in progress, ex- 
tending towards Cincinnati, Louisville, Evansville, and the Mississippi 
river. 

This road has communicated a new impulse ; and, in fact, it may be 
said to have given birth to most of the important projects in progress 
in the central portion of the State. It constitutes the channel of com- 



COLONIAL AND LAKE TRADE. 299 

munication with other roads, and supphes them with necessary outlets 
and connexions ; without which there would be no sufficient induce- 
ment to warrant their construction. It has been prosecuted with vigor 
and energy, and its affairs have been managed with an ability that has 
contributed not a little to raise the confidence of the southern people in 
their capacity to undertake and prosecute successfully railroad enter- 
prises. 

Railroads in East Tennessee. — The eastern portion of the State of 
Tennessee has no geographical connexion with the rest of the State, 
an^ its railroad projects make up no part of the general system. The 
most important of these projects are the East Tennessee and Georgia, 
and East Tennessee and Virginia roads. Together they traverse the 
entire State from north to south, by a line of about 240 miles, of which 
15 miles lie within the State of Georgia. 

East Tennessee and Georgia Railroad. — This road commences at 
Dalton, and is completed to Loudon, on the Tennessee river, a distance 
of 80 miles. It is in progress to Knoxville, its northern terminus, a 
farther distance of 30 miles, making the whole length of its line 110 
miles. This was one of the early projects of the South, under the title 
of the Hiwassee railroad, which broke down after the expenditure upon 
it of a large sum. A few years since it was recommenced under 
new auspices, and has been carried forward successful^ to its present 
termination. 

East Tennessee and Virginia Railroad. — The line of this project com- 
mences at Knoxville, where it will form a junction with the road above 
described, and extend in a northeasterly course to the Virginia State 
line, a distance of 130 miles. Here it will meet the Virginia and Ten- 
nessee railroad. The entire line of the former is under contract, to be 
ready for the iron as soon as the connecting roads shall be opened. 
The line of the East Tennessee and Virginia road could not be brought 
into profitable use, and would, in fact, hardly be accessible without the 
opening of the connecting roads above referred to. In addition to the 
general provisions of the State, in aid of railroads, the sum of $300,000 
was granted to this road for the purpose of building several expensive 
bridges. It is believed that the work will be completed within three 
years from the present date. 

The above roads traverse a very fertile, but comparatively secluded 
portion of the country. In addition to its agricultural resources, it is 
rich in the most valuable minerals. Its great distance from market has 
proved a serious obstacle to its prosperity ; but, with the avenues which 
the above roads will supply, it must soon become one of the flourishing 
portions of the country, and the seat of a large manufacturing, as well 
as an agricultural interest. 

The above roads derive their chief public consideration from their con- 
nexion with the great national line which has been already described, 
and of which the}' form an important hnk. This great line will form 
the shortest and most direct route between Mobile and New Orleans^ 
and the North ; and must consequently become one of the most im- 
portant routes of travel in the whole country. The lower part of this 
line will undoubtedly be connected with Chattanooga by a short branch, 
giving connexion with the roads intersecting at that point. 



300 . Andrews' report on 

The Tennessee and Alabama road is a work of much consequence, 
as it will be connected with the Nashville and Chattanooga road at 
Winchester, with the Memphis and Charleston at Huntsville, and with 
the Alabama and Tennessee at Gunter's Landing. From Winchester 
to Huntsville the distance is about 46 miles. For this distance the 
whole line is under contract, and well advanced towards completion. 

From Winchester a road is also in progress to McMinnville, a distance 
of about 35 miles. From this point it is proposed to extend a railroad 
northerly, through Central Tennessee, by way of Sparta, for the pur- 
pose of forming a junction with the southern extension of the Lexing- 
ton and Danville railroad by way of Burkesville, Kentucky. This is a 
project entitled to State aid. It will be seen that, with its connexions, 
it would form a direct route for a railroad between the northern and 
southern States. 

Another proposed line, radiating from Nashville, is the Nashville and 
Northwestern railroad, extending from that city to the Mississippi river, 
near the northwestern angle of the State. This project also is entitled 
to State aid, and is regarded as essential to the system which Tennessee 
has proposed for herself. Its line traverses an excellent region of country, 
and would furnish an outlet for it in the direction either of Nashville or 
of the Mississippi river. The portion of this line towards Nashville 
is an expensive one ; and this fact may, for the present, delay the com- 
mencement of the work. 

The internal improvement act of the State contemplates the con- 
struction of three roads extending from Nashville in southern and south- 
western directions — the Nashville and Southern, the Nashville and 
Southwestern, and the Nashville and Memphis roads. Of these the 
first-named has made the most progress, its route being under survey 
preparatory to placing it under contract. It is intended to make this 
road a portion of the New Orleans and Nashville line. Its line tra- 
verses one of the best portions of the State, able to supply abundant 
means for the work, and its construction may be regarded as beyond 
any reasonable doubt. 

The Nashville and Southwestern road will probably extend from 
Nashville to the bend . of the Tennessee river. For a portion of the 
distance, this and the Nashville and Southern may be united in one 
trunk line. At the Tennessee river the above road will form a junction 
with the Mobile and Ohio road, and, through this, with the Memphis 
and Charleston road. By means of these connexions continuous lines 
of railroad will be formed, uniting Nashville with Memphis, New Or- 
leans, and Mobile. 

The Nashville and Memphis road will take a more westerly direc- 
tion than either of the two last named. Its object, in addition, to the 
accommodation of the local traffic upon its route, is to open the shortest 
practicable communication between the capital of the State and its 
principal commercial towm. The construction of this road is believed 
to be demanded on the considerations above stated. Its proposed line 
traverses a very excellent section, capable of affording a large trade ; 
and the city of Memphis must always remain the eritrepot of a large 
portion of the merchandise imported into the State, and the point to 



COLONIAL AND LAKE TRADE. 301 

which must be forwarded a large amount of its surplus products de- 
signed for exportation. 

The Nashville and Louisville road is a very important work, and 
will be more particularly described with the roads of the State of 
Kentucky, a comparatively small portion only of the line of this road 
being in Tennessee. For this project sufficient means for construction 
have been provided, and the work is to be immediately placed under 
contract. 

The line of the Mobile and Ohio railroad traverses Western Ten- 
nessee from north to south, and will supply valuable accommodations 
to that portion of the State. This road may be regarded as an Alabama 
project, and has been particularly described in the notice of the roads 
of that State. The Tennessee division is immediately to be placed 
under contract, and as it runs through a rich planting district, abundant 
means can be readily raised for its construction, in addition to the State 
appropriation. 

The proposed Memphis, Clarksville, and Louisville railroad is another 
important project in West Tennessee. It will probably intersect the 
Louisville and Nashville road at Bowling Green, Kentucky. In con- 
nexion with the latter, a very direct line of road will be formed be- 
tween Memphis and Louisville, which will constitute a convenient 
avenue from the former city, in a northeasterly direction, and which 
will become a leading route of travel in the southwestern States. It 
traverses a fertile section of country, capable of supplying a lucrative 
traffic. It is probable that this road may be constructed as a branch 
of the LouisviUe and Nashville road. 



KENTUCKY. 

Population in 1830, 687,917; in 1840, 779,828; in 1850, 982,405, 
Area in square miles, 37,380 ;• inhabitants to square mile, 26.93. 

This State commenced, some years since, a system of improvement 
founded principally upon the plan of rendering navigable her principal 
rivers— the Green, Licking, and Kentucky. Although large sums were 
expended upon these works, they have, with the exception of the im- 
provements on the Green river, proved of little value. They are almost 
entirely unremunerative, as far as their tolls are concerned ; although 
the Green river improvements have been of great advantage to the 
country traversed by it, in the outlet they have opened to a markets 
As a system they have proved a failure, and all idea of the prosecution 
of works of a similar kind has long since been abandoned. 

Railroads of Kentucky, 

Louisville and Lexington railroad. — The only railroad in operation in 
the State is the line from Louisville to Lexington— made up of the 
Louisville and Frankfort and Frankfort and Lexington roads. These 
roads were commenced at an early period in the railroad history of the 
country : and it has been only after repeated efforts and failures that 



302' 



REPORT ON 



they have been recently completed. The projects shared the fate of 
all the pioneer western roads, having been abandoned, and their com- 
pletion postponed for many years after they were commenced. The 
length of these roads is 93 miles, and the cost about $2,500,000. The 
disastrous results which attended the enterprises referred to exerted a 
most injurious effect upon the public mind of the State. Discouraged 
by the failures which had been sustained, the people became almost 
indifferent to the subject of internal improvements, except so far as the 
construction of Macadamized roads was concerned, for the number and 
excellence of which the State is justly celebrated. When the public 
mind of the West was again turned to the subject of railroad construc- 
tion, it was with the utmost difficulty that the people of Kentucky 
could be convinced of the importance of these works, or induced to 
take any steps toward their construction. The losses suffered on ac- 
count of the Louisville and Frankfort, and Frankfort and Lexington 
railroads, were fresh in mind ; and the people distrusted the success of 
the new projects from experience of the old. The example of the 
neighboring States, whose success in their recent efforts demonstrated 
the capacity of the West not only to build railroads, but to supply a 
lucrative traffic to them, and the rapid progress of those regions of 
country enjoymg the advantages of these works, gradually inspired 
confidence, and aroused the people to action ; and the State of Ken- 
tucky is now one theatre of the most active efforts to secure the con- 
struction of railroads. Every part of the State is fully alive to the 
subject, and its surface will soon be as thickly checkered with lines as 
are the States of Ohio and Indiana. 

The leading lines in the State, now in progress, are— 

1. The Louisville and Nashville railroad. — The line of this road will 
be about 180 miles long. Its route has been determined, and will pass 
through a very fertile portion of the State, capable of supplying an 
immense traffic to a railroad, and entirely wanting in suitable outlets to 
markets, excepting that portion of the route near Bowling Green. The 
connexions it will form will be of sufficient importance to give the 
work a national character, as it will probably be the most conspicuous 
connecting link between the roads of the two extremes of the confed- 
eracy. The road is to be placed immediately under contract ; and as 
ample means are already provided for this purpose, its construction, at 
the earliest practicable period, may be set down as certain. 

A very important branch from the above road — exceeding in length 
even the main trunk — is the proposed Memphis, Clarksville, and Louis- 
ville road, which has already been described under the head of " Ten- 
nessee." This road will probably leave the Nashville and Louisville 
road at Bowling Green. It will be seen that the two would form a very 
direct line between Louisville aud Memphis. The Memphis extension 
is regarded with great favor by the people of Louisville, and by the 
friends of the Louisville and Nashville projects. As a large portion o 
the proposed extension is embraced in the State of Tennessee, it will 
come in for the State aid; and as it traverses a rich section of countr}'", 
and will receive the efficient support of Louisville, there can be no 
doubt of its speedy construction. 

Another line of road proposed, for the purpose of connecting Cin- 



COLONIAL AND LAKE TRADE. 303 

cihnati with Nashville, and attracting much attention in central and 
southern Kentucky, is composed of the Covington and Lexington line, 
through the towns of Bowhng Green, Kentucky, and Gallatin, Ten- 
nessee. A reference to the annexed map will at once show the import- 
ant relation it bears to the railroad system of the whole country. The 
city of Nashville is to be the centre of a great southern system of rail- 
roads radiating in every direction toward all the leading southern cities 
situated on the Atlantic coast and the gulf. In a few months this city 
will be in direct communication, by railroad, with the cities of Savan- 
nah and Charleston. Roads are also in progress to Mobile and New 
Orleans, to various points on the Mississippi, and to other portions of 
the State. The city of Louisville will be no less favorably situated, 
with reference to the railroads of the northern and eastern States. On 
the north and west, the New Albany, and Salem and Jefferson ville 
roads, will open a communication with the roads of Ohio, Lidiana, and 
Illinois, and with the leading cities of all these States. On the east, 
the line of railroad to Lexington will connect with all the railroads radi- 
ating from that point, some of which will open outlets to the eastern 
States, and to the great Atlantic markets. 

The cost of this road will amount to about $5,000,000. Sufhcient 
means have been already provided to warrant its construction. The 
city of Louisville has subscribed to its stock to the amount of $1,000,000, 
and the counties on its line have taken stock with equal liberality. The 
route traversed by this road runs through one of the most fertile and 
densely settled portions of the Statg. 

The Covington and Lexington, hnd Danville and Nashville.— The two 
first links, having an aggregate length of 136 miles, are already in 
progress. Active measures are in progress to secure the necessary 
means for the last. This route will pass through Glasgow, an import- 
ant town in southern Kentucky. The upper portion of this line may 
be made the trunk of two important branches, one extending nearly 
direct in a southerly course through the State of Tennessee, (taking the 
towns of Sparta and Winchester in its route,) to Huntsville, Alabama, 
where it will form a junction with the Memphis and Charleston road; 
thence it will be extended to Gunter's Landing, in order to connect with 
the Alabama and Tennessee river road. The portion of this line from 
Winchester, south, is already in progress. The Tennessee division is 
embraced in the general facility bill. At Winchester, this line will 
have a southeasterly outlet, by means of the Nashville and Chattanooga 
railroad. 

The other branch referred to is the proposed road to be constructed 
through southeastern Kentucky and eastern Tennessee, to Knoxville, 
there to connect wdth the lines of railroad centring at that point. The 
importance of this route, for a railroad, has always been recognised, 
and that section now under discussion formed a part of the old Cin- 
cinnati and Charleston project, which attracted so much attention 
through the southern and western States many years since, and which 
has been referred to in another part of this report. Measures are in 
progress to secure the means for this line. The great obstacle in the 
way of its immediate construction is the scanty population and want 
of means on the line of the route. The importance of this link, how- 



304 ANDREWS' REPORT ON 

ever, to the connexion lines, now on the eve of completion, must se- 
cm'e to it such foreign aid as shall be necessary to its success. 

The next line in order is the Maysville and Lexington railroad. This, 
though started as a local project, is now proposed as a part of a great 
through line, connecting the most remote portions of the country. At 
Lexington it will form a junction with all the lines centring at that point. 
From its eastern terminus, Maysville, the Maysville and Big Saady 
railroad will carry it forward to Portsmouth, on the Ohio river. From 
the latter place the Scioto and Hocking Valley raih'oad is in progress, 
which pursues, for some fifty miles, the same general direction with the 
connecting Kentucky line, till it forms a junction with the Hillsboro'*and 
Cincinnati, and Cincinnati and Marietta roads, the former of which is 
to constitute the extension, westerly, of the Baltimore and Ohio, and 
the latter of the Pennsylvania Central road. To the mouth of the Big 
Sandy river, the Maysville and Big Sandy railroad will connect the 
former with the Virginia Central road, which it is proposed to carry 
across the mountains, terminating on the Ohio, at this point. These 
combinations will secure to the Ma5^sville and Lexington road an im- 
portant place in a great line of railroad, traversing the country from one 
extremity to the other, in the convenient direction of business and travel. 
With the exception of the Maysville and Big Sandy road, all the links 
necessary to this great line are in progress. The Maysville and Lex- 
ington railroad will probably be opened for business during the vear 
1853. 

Lexington and Big Sandy railroad. — This proposed road is attract- 
ing m.uch attention in Kentucky, particularly that portion of the State 
to be traversed by it. By reference to the accompanying map, it will 
be seen that it w^ould form a convenient portion of the great line of road 
just referred to. Measures are in progress to raise the means neces- 
sary for its construction, with good promise of success. As a local 
work, it will prove to be of great benefit to the country traversed, de- 
prived as it is of suitable and convenient avenues to market. 

Henderson and Nashville railroad. — This line is the legitimate exten- 
sion, southward, of the Wabash Valley railroad. As a connecting link 
between other roads, a reference to the annexed map will give a better 
idea of its importance than any description. The southern shore of 
Lake Michigan will attract to itself all the lines of railroad running from 
the Gulf of Mexico in a northerly direction. Between this lake and the 
cities of New Orleans and Mobile, the great route of travel will prob- 
ably always be by way of Nashville. The route will, apparent^, be 
the shortest, and most convenient and agreeable to the traveller, whether 
for business or pleasure. It coincides with the great route through the 
Wabash valley, and has the advantage of taking in its course the lead- 
ing commercial towns in the interior of the country. These facts must 
always attach particular importance to the Henderson and Nashville 
railroad as a through route, and in this respect it can hardly be ex- 
ceeded by any road of equal length in the United States. In a local 
point of view the road is important, and its prospects flattering, as it 
traverses a region of great . fertility, and already distinguished for the 
extent and value of its productions. 

A road is also in progress from Louisville to Shelbyville, which may 



COLONIAL AND LAKE TRADE. 305 

eventually be extended to Frankfoit. A road is also proposed from 
Harrodsburg to Frankfort. Another is projected from Paris, on the 
Maysville and Lexington road, via Georgetown, to connect with the 
Louisville and Frankfort railroad, for the purpose of cutting off the de- 
tour by way of Lexington. 

The only project remaining to be noted is the Louisville and Cincin- 
nati road, which is now beginning to attract much attention, not only 
in the State, but in the above cities. The necessity of the road is daily 
becoming more and more apparent. Cincinnati and Louisville are soon 
to become central points in widely extended and distinct systems of 
roads, extending to the great lakes on the one hand, and to the Gulf 
of Mexico on the other. The public convenience and the wants of 
commerce require that this connecting link should be supplied. The 
travel between the above cities is already great, and is carried almost 
entirely upon steamboats. The time now occupied by a trip is about 
twelve hours. The distance by river is 150 miles. By the proposed 
road it would be reduced to ninety-five miles, and the time to four 
hours. Active measures are now in progress to provide the necessary- 
means for this work, and to place it under contract. 



OHIO. 



Population in 1830, 937,903; in 1840, 1,519,467; in J 850, 1,980,408. 
Area in square miles, 39,964; inhabitants to square mile, 49.55. 

In considering the works of improvement projected in the interior, 
for the purpose of opening outlets for products, a marked difference is 
found between such and works constructed by our Atlantic cities 
for the purpose of securing to themselves the interior trade of the 
country. Although these last were designed to reach and accommo- 
date this trade, they took their character and direction rather from the 
supposed advantage they were to secure to the cities which mainly fur- 
nished the means for their construction, than from that to the country 
traversed. As far as practicable, they aimed at a monopoly of all the 
trade within their reach ; but, with roads projected in the interior for the 
purpose of opening outlets to a market a different principle prevails. 
The ruling motive in such a case is, so to shape the project as to secure 
the cheapest access to the best market, or to a choice of markets, and to 
escape the monopoly which the markets themselves sought to impose. 
The leading improvements projected in the interior, therefore, often 
have a more national character, and are constructed with more refer- 
ence to the wants of the whole community, than those of the East. 

The value of works facilitating and cheapening transportation can 
be fully estimated only when they are considered in reference to that 
portion of our population residing in the interior. As already stated, 
w^e have few markets, and those far removed from the great producing 
regions. The early settler in the western States of necessity engaged 
in agriculture, and so long as he was without means of forwarding his 
surplus to a market, the gratification of his wants was limited to what 
his own hands could supply. The time had not arrived for a diversity 
20 



306 

of pursuits in his own neighborhood, and he was too remote to avail 
himself of those of the older States. The cost of transportation placed 
it beyond his means to purchase from abroad, and his surplus was, 
thereibre, comparatively worthless after the supply of his own imme- 
diate wants. Thirty years ago, the West offered but few inducements 
to the settler, as he was compelled to sacrifice all the social and many 
of the physical comforts afforded in the less fertile, but better settled 
and richer States of the East. Without variety of industrial pursuits, 
and without commerce, no amount of surplus could add much to his 
wealth or iiis means of enjoyment. This portion of the country there- 
fore advanced very slowly, until the construction of the Erie canal, by 
which a market was thrown open, and its vast productive capacity ren- 
dered available. An instantaneous and mighty impulse was imparted 
to it, under the influence of which all its interests have moved forward 
with constantly accelerating pace up to the present time. 

The completion of the Erie canal, in connexion with the great lakes, 
gave a navigable water line from New York to Chicago, a distance of 
1,500 miles, and opened a market to the v/hole country within reach 
o^ this great water line. In order to profit by this outlet, the western 
States lying upon the lakes immediately commenced the construction 
of similar works to connect with it the more remote portions of their 
territory. At that period, canals were regarded as the most approved 
mode of transportation. Hence the system of internal improvement in 
the West almost exclusively embraced the construction of canals. The 
early projects of the States of Ohio, Indiana, and Illinois, were, with a 
very few exceptions, of this character, though their further progress has 
since been entirely superseded by railroads. 

In reviewing the public works of the West, the State of Ohio, in 
some respects, constitutes an appropriate starting point, as she was the 
first to enter upon, and the only one to execute, what she originally pro- 
posed. After a severe struggle, her great system of canals was com- 
pleted, and the result has been to place her immeasurably in advance 
of all her sister States in wealth, in population, and in general pros- 
perity. The rapidity of her progress has been the marvel of the coun- 
try. In a very few years she rose from obscurity to the first rank 
among her sister States in population, in wealth, in credit, and in con- 
sideration both at home and abroad. 

Canals of Ohio. 

Ohio canal. — This work was commenced in 1825, and was com- 
pleted in 1832. It extends from Portsmouth, on the Ohio river, to 
Cleveland, on Lake Erie, a distance of 307 miles. It ascends the val- 
ley of the Scioto nearly to Columbus, when it takes an eastern direc- 
tion, striking into the valley of the Muskingum, passing through the 
towns of Hebron, Newark, Coshocton, New Philadelphia, and Massil- 
lon, in this valley. Crossing the summit of Akron, it falls into the val- 
ley of the Cuyahoga river, which it pursues to Cleveland. The highest 
point in the canal at Akron is 499 feet above the Ohio river at Ports- 
mouth, 405 above Lake Erie, and 973 above the Atlantic ocean. 



COLONIAL AND LAKE TRADE. 307 

The canal is 4 feet deep, 40 wide, has 147 locks, and an aggregate 
lockage of 1,220 feet. 

This canal has several branches or navigable feeders, of which the 
following are the principal : 

The Columhus branch. — This branch extends from the point at which 
the canal leaves the Ohio valley to Columbus, a distance of 10 miles. 

The Lancaster branch. — This is a lateral branch, extending from the 
main trunk southerty to the town of Lancaster, the capital of Fairfield 
county, a distance of 9 miles. 

The Alliens extension or HocJclng canal is a prolongation of the Lan- 
caster branch. It has a southeasterly course through the counties of 
Fairfield, Hocking, and Athens, to the town of Athens, a distance of 
about 56 miles. 

The Zanesville branch, extending from the main canal to the town of 
Zanesville, on the Muskingum river, a distance of 14 miles, connects 
it with the MusJcingum improvement, by means of which another channel 
is opened to the Ohio river at Marietta. 

The Walhonding branch extends from the main canal, near Coshoc- 
ton, upon the Walhonding river, a distance of 25 miles. 

The Miami canal. — This work extends from Cincinnati to Lake Erie, 
at Manhattan, a distance of 270 miles. The principal towns through 
which it passes are Hamilton, Dayton, Troy, Sidney, Defiance, and 
Toledo. This last town is generally considered as the northern termi- 
nus of the canal, although it is carried to Manhattan, 4 miles below it. 
This canal was commenced in 1825, and completed in 1832. It has a 
width of 40 and a depth of 4 feet ; its summit-level is 510 feet above 
Cincinnati, and 411 feet above Lake Erie, and the number of its locks 
is 102. This canal, from Lake Erie to the Indiana State line, forms 
the lower trunk of the Wabash and Erie canal, extending to Evans- 
ville, on the Ohio river. There are also connected with this canal in 
Ohio branch lines measuring 45 miles in length. 

The following table shows the length and cost of the Ohio canals 
constructed by the State : 

Length. Cost. 

The Ohio canal and branches 340 $4,695,203 

The Walhonding canal 25 607,268 

The Miami canal and branches 315 7,454,726 

The Hocking Valley canal 56 975,480 

The Muskingum improvement 91 1,627,318 

827 miles. 15,359,995 

In addition to the above w^orks, owned by the State of Ohio, are the 
following private works : 

The Sandy and Beaver canal. — This work commences at Bolivar, on 
the Ohio canal, and extends to the Ohio river, at the mouth of the 
Beaver river, a distance of about 76 miles. The cost of this work was 
about $2,000,000. A portion of it is in the State of Pennsylvania. 

The Mahoning canal. — This canal commences at Akron, pursues the 
left bank of the Cuyahoga river, running through the town of Ravenna, 
thence into and along the valley of the Mahoning to its confluence with 



308 Andrews' report on 

the Beaver canal, in Pennsylvania, a short distance from the State line. 
The length of this canal is about 77 miles, and its cost something like 
$2,000,000. It was, before the construction of railroads in Ohio, and 
still is, an important channel of communication between Pittsbm-g and 
Cleveland and the interior of Ohio, and supplies the latter city with 
the important article of coal, which is found in the greatest abundance 
and of the best quality in the Mahoning valley. 

In the vast number of railroad projects which have sprung up in Ohio 
within a few years, and which are absorbing public attention, the canals- 
of the State have sunk into comparative insignificance. The former 
have, however, been the great cause of its unexampled prosperity, as- 
they supplied the demand of its people for a cheap and comparatively 
expeditious route to market, and enabled them to turn to immediate 
account their large resources. It is probable that thc}^ ma}^ still con- 
tinue to be the carriers of the more bulky and less valuable kinds of 
property, and in this manner prove of utility, though of smaller com- 
parative importance. Although railroads may take from the canals a 
large portion of theii' traffic, the former will probably develop a still 
larger trade 'in articles of merchandise, for which the canals are the 
appropriate channels ; so that the interests of the two sj^stems of im- 
provement, instead of clashing, v^ill be found to be in strict harmony» 
The canals, unfortunately, are not first-class works, so far as their con- 
struction and capacity are concerned, and during periods of great 
drought occasionally fall short of water,. 

Railroads of Oliio. 

The railroads of Ohio may be said to belong to two distinct and welf: 
defined periods in the history of the internal improvements of the State. 
The first class includes those commenced during the great speculative 
movement of 1836 and 1837, which were, for a considerable lapse of 
time, the only projects of the kind attempted in the State. These 
were — 

1. The 'Lhtle Miami railroad, commenced in 1837 and completed in 
1846, was originally laid out with a flat rail, which has since been re- 
placed by the heavy H or T rail. It extends from Cincinnati to Spring- 
field, a distance of 84 miles, and has co&t, up to the present time, about 
$2,500,000. 

2. Tlie Mad River and LaJce Erie, commenced in 1836 and completed 
in the latter part of 1846, extends from Sandusk}^ on Lake Erie, to 
Springfield, a distance of 134 miles, where it forms a junction with the 
Little Miami road, constituting a continuous line of railroad, from Lake 
Erie to the Ohio, which was the first to connect these water-courses. 
A portion of this road was opened in 1838. It was originally laid with 
a fiat rail, which has since been replaced by one better adapted to a 
heavy traffic. 

3. The MaT) field and Sandusky railroad was commenced in 1836, and 
a portion of it opened in 1838. It was completed to Mansfield in 1847. 
Like all the early Ohio railroads, it was first laid with the flat bar, 
which has since given place to the heavy rail. 

4. The Lake Erie and Kalamazoo extends from Toledo, on Lake 



COLONIAL AND LAKE TRADE. 309 

Erie, to Adrian, where it forms a junction with the Michigan Southern 
railroad, to which it forms an outlet to the roads of Ohio. The length 
•of this road is about 33 miles. It was commenced in 1836, and com- 
pleted in 1845. Its superstructure was, in the outset, a flat rail, which 
has recently, since the completion of the Michigan Southern road, given 
place to a heavy bar. 

These are the only roads commenced, under the stimulus of the 
great movement already referred to, the original plans for which were 
finally accomplished. All other projects fell to the ground in the com- 
mercial revulsions which folio v/ed. These failures, and the long delay 
in completing the roads already described, were in part owing to the 
financial embarrassments v/hich succeeded, but yet more to the limited 
iimount of capital, and to the want of engineering skill and experience 
brought to bear upon them. Notwithstanding all the embarrassments 
and losses to which they were subjected, it is believed thatthe}^ are all 
now yielding a profitable return upon their entire cost. 

It may not here be out of place to remark, that the numerous failures 
in the first efforts of the new States to construct works of internal im- 
provement were not the result of accident, but a matter of necessity. 
The schemes were all premature ; neither the means, nor the engi- 
neering and practical talent, essential to success, existed. The coun- 
try had not been settled a length of time sufficient to designate the sites 
that were to become the great depots of trade, or the convenient routes 
for travel and business. At this distance of time, it is easy to see that 
the failure of many of the works undertaken in the West and South, 
5iot only by the States but by individuals, was unavoidable ; and 
that with the lights we now possess, their construction would have 
been postponed until a condition should have arisen more favorable to 
success. These failures were no just cause of reproach to the States 
in which they occurred, except so far as the debts created have been 
jepudiated, or no provisions made tor the liabilities as they fell due. 

These reverses cut short the progress of railroads and canals, with 
a. few exceptions, for a number of years. The people were dis- 
heartened, and in many cases disgusted, with their ill success, and 
became comparatively indifferent to the subject of internal improve- 
ments. Years elapsed before the western States recovered from the 
disastrous effects of the previous reverses, in which nearly every indi- 
vidual in the community had been involved. Indeed, if required 
years to replace the various losses sustained. When this was accom- 
plished, and the lapse of sixteen years had brought a larger population, 
increased production, and ampler means, the necessity of avenues, 
suitable to the increasing wants of the country, came to be more and 
more strongly felt. To meet this dem^and, the works now in progress 
were commenced. These movements constitute the new era in the 
history of our internal improvements. Both the old and the new sys- 
tem had its pecuhar characteristics. The first proposed in the newly 
settled States either anticipated the wants of the country, or was in 
advance of the conditions necessary to success. It was borrowed 
from the old, and appUed to the new States, where an entirely differ- 
*ent state of things existed ; and was, in fact, an attempt to apply a 
principle deduced from knov/n data to circumstances wholly uncertain. 



310 

The works more recently commenced rest on a very different founda- 
tion. They were constructed, and are adapted, to supply wants which 
actually exist. An unsound policy has given place to one perfectly 
healthy and legitimate, following requirements, and controlled by 
wants, the extent and nature of which are well understood and 
defined. 

The railroads in progress and operation in Ohio at the present time 
make an aggregate length of line of abMDut 3,000 miles; the face of the 
country favoring their construction in every part of it. These projects 
are pretty uniformly distributed over the State. There are no lines 
of pre-emine7it importance, because travel and commerce are not, as in 
some other States, forced into particular channels by the natural con- 
figuration of the country. So homogeneous are the physical characteris- 
tics of the different portions of the western States, that a detailed de- 
scription of o?^e line of road will serve to give a distinct idea of all. In 
this region, local considerations are a sufficient inducement to the con- 
struction of numerous and important lines, and frequently a through 
route is made up by a combination of what were in the outset entirely 
distinct and separate projects. In noticing the roads of Ohio, therefore, 
an effort will hd made rather to give a clear idea of the whole system* 
than to burden the report with similar details of different projects. 

In addition to the roads of exclusively local character, there are nu- 
merous OTcat hnes traversing- the entire State from north to south and 

o o 

from east to west. These great lines or routes are composed as 
follows : 

Through-lines rwintng from 7iorth to smtth. 

1. Composed of the Cincinnati, Hamillmi and. Dayton, and Mad River 
and JLalie Erie railroads. 

2. Composed of the Little Miama, Columbus, and Xenia, and Clever 
land and Columbus raihoads. 

3. Composed of the Mansfield and SandusJcy, Columbus and Lake Erie^ 
and Scioto and Hocking Valley railroads. 

4. Cleveland and Wellsville railroad. 

5. A fifth line will soon be added to the above, formed by the Cm- 
cimiati, Hamilton and Dayton, and the Dayto7i a7id Michigan roads, now 
in progress from Dayton to Toledo. 

6. An additional line will probably be formed without m/uch delay ; 
the lower portion of it composed of the Cincinnati, Hamilton and Day- 
ton, or the Little Miami, the central portion ^f the Springfield, Mount 
Vernon and Pittsburg, and the northern division of the Cleveland and 
Pittsburg, and Akron Branch railroads. It is proposed to extend this 
branch so as to form a junction with the Ohio and Penns3dvania roadsy 
probably at Wooster. 

It is also probable that a railroad wilj. be constructed in a short 
period from Cleveland to Zanesville, and thence southward to the Ohio- 
river, either at Marietta or Portsmouth. Measures are also in progress 
to construct a road from Columbus, down the valley of the Scioto to its 
mouth. The above roads would form two additional north and south 
lines. Efforts are also making to construct a road from Dayton to Cin- 



COLONIAL AND LAKE TRADE. 311 

cinnati, between the LitU Miami and the Cincinnati, Hamilton and 
Dayton. Should they prove successful, a portion of another through- 
Ime will be formed. 



Through-lines running from east to west. 

1. Composed of the Cleveland, Fainesville and Ashtabula, and the 
Junction railroads. This line will follow the lake shore for its whole 
distance. From Cleveland it will be carried westward by another hne 
composed of a portion of the Clevelamd and Columbus, and Toledo, Nor- 
walk and Cleveland. The whole of tliis last named line will be in 
operation during the present year. 

2. Composed of the Ohio and Fennsylvama, and the Bellefoni aine 
and Indiana roads. Both of these are well advanced towards com- 
pletion, and it is intended to have them in operation by the first of 
January next. 

3. Composed of the Ohio and Pennsylvania, and the Ohio and Indiana, 
extending from the western terminus of the former to Fort Wa^aie, 
Indiana. 

4. Composed of the Sttiebenville, Indiana a7id Columbus, and the 
Columbus, Piqua, and Indiana roads. These will form a continuous line 
of railroad through Ohio, and also from Philadelphia and Baltimore, to 
the Mississippi river, having a uniform guage throughout. 

From Columbus an additional line will be formed by means of the 
Columbus and Xcnia, the Dayton and London, and the Dayton and West- 
ern roads. 

5. Composed of the Ohio Central and Columbus, and Piqua and Li- 
diana roads. An additional line from Columbus, by the line running 
through Dayton, is described above. 

6. Composed of the Ohio Central, and the Chicinna.ti, Wilmington 
and. Zanesv'dle roads. 

7. Cincumati and Marrietta railroad. It is also contemplated to ex- 
tend this road to Wheeling, thus forming a continuous line from 
Cincinnatti to Wheeling under one charter. 

8. Hillsboro^ and Cincinnati railroad, extending from the Ohio river, 
opposite Parkersburg, is proposed as the direct continuation of the 
Baltimore and Ohio railroad to Cincinnati. From the latter place all 
the roads terminating there will be carried to the Indiana State line, 
by the Ohio and Mississippi railroad. 

The great lines which have been thus briefly described embrace the 
most important projects in the State. All of them present tiie same 
general characteristics. The results achieved by the lines in operation 
may be safely predicated of those in progress ; and these so well illus- 
trate the value of such works to the cdmmunit}^ and as investments of 
capital, that a detailed account of their objects, cost, and prospective 
revenues, is unnecessary. Reference to the annexed maps will, taken 
in connexion with the history of the roads in operation, convey a suffi- 
ciently correct idea of the various projects that compose the system 
above described. 



312 Andrews' report on 

There are many roads in progress not particularly connected with * 
the above lines, the objects of which require a brief notice, viz : 

Ohio and Mississippi railroad ; the leading object of which is the 
connexion of Cincinnati and St. Louis, the two great cities of the Mis- 
sissippi valley, by the shortest practicable hne. A glance at the map 
will sufficiently demonstrate the value of such a work to the commerce 
and travel of the country. At the present time the communication 
between these cities is carried on by means of the Ohio and Missis- 
sippi rivers, and it is well known that the navigation of these is always 
seriousty obstructed and often totally suspended at certain seasons 
of the year. At best, the route is tedious and expensive, and un- 
comfortable at all times, and often very unhealthy. The distance by 
water is more than twice as great as by land. A direct line of railroad 
between these great cities is one ranking first in importance among our 
leading works. It is easy to see that the principal routes of travel 
must be those connecting great cities by the shortest lines, since the 
travel, whether of business or of pleasure, necessarily tends from one to 
another of these. Familiar illustrations of the fact will readily occur 
to every reader. In going westward, Cincinnati is a necessary point 
in the route of every traveller. That city, also, is consequently a con- 
verging point of the great lines of road leading westward from the east- 
ern cities of Boston, New York, Philadelphia, and Baltimore. After 
reaching Cincinnati, another leading point toward which travel is 
attracted is St. Louis. Hence the necessity of the above road, and the 
important relations it bears to the railroad system of the country, and 
to the great routes of travel. 

The length of this road will be about three hundred and thirty miles. 
For the greater part of this distance the route is very favorable to 
cheap construction. Through its whole length it traverses a fertile and 
productive region, without any outlet except that formed by the Wa- 
bash river, which the above road crosses at Vincennes. In addition to 
its through-travel, this road will be the channel of a vast local traffic ; 
and these, when combined, cannot fail to yield a lucrative income. 

The whole road is under contract for completion within two years 
from the first of January, 1853 ; and the work of construction is in 
rapid progress. The project has received the hearty co-operation and 
support of the cities of Cincinnati and St. Louis, the former having 
subscribed $600,000, and the latter $500,000, to the work, in their cor- 
porate capacities, in addition to large private subscriptions. 

By the people of Baltimore, the above work is regarded with hardly 
less favor than by Cincinnati and St. Louis. By the former, it is re- 
garded as the direct extension westward of their great hne, which is to 
be carried forward to Cincinnati by the Hilisboro' and Marietta roads. 
It will be seen that these three roads make up one grand and symmet- 
rical line, of about nine hundred miles, extending from tide-water to 
5lhe Mississippi river. 

The Hamilton and Eaton road, extending from Harhilton to Rich- 
mond, Indiana, though a valuable local work, derives its chief import- 
ance from the fact that it constitutes the trunk of two extensive fines 
in progress, the Indiana Central and the Cincinnati and Chicago roads, 
both of which connect with it at Richmond. This road has just been 



COLONIAL AND LAKE TRADE. 313 

opened for travel. The connecting lines above-named are in progress — 
the former for its entire length, and the latter as far as the Wabash 
river, to Logan sport. 

The Greenville and Miami road extends from a point on the Daj^on 
and Western road, about fifteen miles west of Dayton, to Union, the 
eastern terminus of the Indianapolis and Bellefontaine road. It occu- 
pies at present a conspicuous position, from the fact that it is the first 
Ohio road to form a connexion with those of Indiana. It is already in 
operation to Greenville, from which point the work is in rapid progress ; 
so that the simultaneous completion of this and the Indianpolis and 
Bellefontaine road, as far as Union, may be expected by the first of 
December next, giving an outlet by railroad from Jeffersonville, (oppo- 
site Louisville, Kentucky,) Terre Haute, Lafayette, Madison, and nu- 
merous other important points in Indiana, to the railroads of Ohio, 
and, consequently, to those of the eastern States. 

The Iron railroad is a short road, connecting the numerous iron manu- 
facturing establishments of southern Ohio with the river. This road 
will probably be extended northward, to form a connexion with the 
Scioto and Hocking valley railroad. 

By the Cleveland and Mahoning road, it is proposed to open a new 
channel of communication between Cleveland and Pittsburg, through 
the valleys of the Mahoning and Beaver rivers. One of the principal 
objects in its construction is to open a new outlet for the coal-fields of 
the Mahoning valley, from which Cleveland is now chiefly supplied 
with coal. Measures are in progress to place this work immediately 
under contract. 

A line of road of considerable importance is also proposed, com- 
mencing near Mansfield, and extending in a generally northeasterly 
direction, through Warren to the Ohio State line, to be continued 
through Pennsylvania to the Erie road at or near Olean, constituting a 
new line of communication between the railroads of Ohio and those of 
the East. 



INDIANA. 



Population in 1830, 343,031 ; in 1840, 685,866 ; in 1850, 988,416. 
Area in square miles, 33,809 ; inhabitants to square mile, 29.23. 

The State of Indiana, in emulation of the example of her sister 
States, commenced, in 1836, the construction of an elaborate system of 
internal improvement, of which a comparatively small portion only has 
been accomplished. It consisted partly of canals, and partly of rail- 
roads. The canals proposed were the Wabash and Erie, the Central, 
the White Water, the Terre Haute and Eel River, and a canal from 
Fort Wayne to Michigan City. The railroads proposed to be con- 
structed by the State were the Madison and Indianapohs, and the 
Lafayette and Michigan. 

The Wabash and Erie canal is the most important of the works of 
public improvement undertaken in the State. It commences at the 
Ohio State line, and extends to Evansville, on the Ohio river, a distance 
of three hundred and seventy-nine miles, and four bundled and sixty- 
seven miles from Toledo, on Lake Erie. When completed, it wiU 



3l4 Andrews' report on 

form one of the longest lines of canal in the world. From Toledo to 
Fort Wayne it has a depth of four feet, and a width of sixty. Below 
this point, it is only three feet deep and forty-five wide. Its locks 
admit boats of a capacity of about sixty tons. It is to be opened for 
traffic through its whole length in the ensuing spring. 

This work was completed by the State as far as Lafayette, a dis- 
tance of two hundred and thirty miles from Toledo, and two hundred 
and forty-nine from the Ohio. When the State became, from the em- 
barrassment of its affairs, unequal to its farther construction, a condi- 
tional agreement was made with the bondholders of the State for its 
completion ; the latter reserving the right to resume the work, upon the 
pa5aTient of the sum which the bondholders had agreed to receive in 
addition to the cost of completing it. It is believed that the canal will 
again pass into the hands of the State, by the ukimate payment of the 
whole of her debt. Although the construction of the canal was one of 
the causes of the financial embarrassments of the State, the work has 
proved pne of the efficient means by which she has recovered from 
them and reached the high position she now holds as a leading State in 
the confederacy. As far as excellence of soil is concerned, no State 
possesses superior resources. The canal opened an outlet for her pro- 
ducts, and gave her the use of means, which up to its opening lay dor- 
mant, from the difficulty and cost of reaching a market. The rapid 
increase in the exports of Indian corn will illustrate the value of im- 
provements which facilitate transportation. The exports of this article 
from the Wabash valley, from insignificance, rose to milhons of bushels 
in a very few years after the opening of the canal ; and Toledo, its 
terminus on Lake Erie, is now the chief port of export for this article. 

Railroads in Indiana. 

The failure of the State to carry out her proposed system of public 
improvements, and the financial troubles in which she became involved, 
put an end for a time to all enterprises of the kind, whether of a public 
or private character. Some years were required to make good the 
losses resulting from the great expansion of 1836-37, and to allow the 
public mind to recover from the discouraging influence of the revei'ses 
sustained. As in Ohio, lapse of time brought greater means, a more 
enlarged capacity to superintend and execute works of magnitude, bet- 
ter defined objects, and a traffic necessary for the support of extensive 
lines of improvement. The system proposed by the State was, in fact, 
in advance of the conditions required to sustain it. It anticipated a 
state of things which did not exist. In commencing the new move- 
ment, which has resulted so successfully, her people have followed and 
not anticipated their wants. They have taken up only such enterprises 
as were sanctioned by the clearest evidence of their necessity, and 
which could command sufficient support to insure success. The result 
has been uniformly favorable ; and the State of Indiana, which but two 
or three years since had hardly a mile of railroad within her limits, 
now takes rank with our leading railroad States, and is soon to be third 
or fourth in the extent of her works. Her credit and means have ad- 



' COLONIAL AND LAKE TRADE. 315 

vanced with equal pace, and, though one of the new States, she akeady 
occupies a prominent position in the confederacy. 

There is no State in the Union that presents so symmetrical a system 
of railroads as Indiana. Nearly all her great lines radiate fi^om the 
geographical centre and capital of the State. By this means they are 
all brought into intimate business relations with one another, an arrange- 
ment which must promote to a gi'eat degree the advantages of each. 
Indianapolis is soon to be the point of intersection of eight important 
roaxis, viz: the JeiTersonville, Madison and Indianapolis, Lawrenceburg 
and Indianapolis, Central, Bellefontaine, Peru, Lafayette, Terre Haute, 
and the New Albany and Salem roads. All these roads will be carried, 
in their respective directions, to the boundary lines of the State. Their 
focus is in the great lines of railroad running from the eastern States to 
the Mississippi river, and from the Ohio to the great lakes. It is impos- 
sible to conceive a S3^stem better devised for the promotion of the inter- 
ests of the people of the State, or of the railroad companies. 

All of these great lines, while they have their appropriate and ample 
belts of fertile, productive, and well-settled territory for local traffic, 
occupy important routes for through business and travel. The JefFer- 
sonville opens a communication between the central portions of the State 
with Louisville, the second city of the Ohio valley ; the Madison and 
Indianapolis forms a similar connexion with Madison, an important 
town, favorably situated on the Ohio river for commanding the trade 
of the interior ; the Lawrenceburg forms the connecting line between 
Indianapolis and Cincinnati ; the Central is the direct extension, west- 
ward, of the leading lines running through central Ohio ; the Indiana- 
polis and Bellefontaine opens the outlet to the great lakes and the lines 
of road traversing northern Ohio ; the Peru connects the capital and 
central portions of the State with the Wabash canal, which is now the 
great commercial avenue for the State; the Lafayette connects the most 
important town in the northwestern part of the State with the central 
portions, and will soon constitute a link of the great line extending to 
Chicago ; the Terre Haute is the connecting line between the railroad 
system of the State and St. Louis and the railroads of Illinois; the New 
Albany and Salem will connect the cities of Louisville and New Albany, 
and the lower portions of the State, with the interior, by a line lying to 
^west of the Jeffersonville road, and will also constitute an unbroken line 
of some two hundred and eighty- five miles between Lake Michigan and 
the Ohio river. 

With the exception of the New Albany and vSalem, all the above roads 
having the same general direction may be said to be complements of 
each other. The Central and the Terre Haute roads constitute, in a 
business and commercial point of view, one line ; so with the Lawrence- 
burg and Lafayette, and the Jeffersonville and Peru. In this manner, 
a system of railroads will be found adapted to promote the highest good 
of all the members to it, and to develop to the utmost the wealth and 
resources of the State, and at the same time fitted to become a portion 
of a still wider system embracing the whole country. 

The system we have described occupies an area in the central por- 
tions of the State about one hundred and fifty miles square. In length 
of line and relative importance, there is great uniformity in the various 



316 Andrews' report on 

roads that compose it. They all occupy favorable routes; are all cal- 
culated to benefit each other ; and will be rivals for the same trade in 
a slight degree only. The northern and southern portions of the State 
will also be well suppHed with railroad accommodations. In the 
southern portion, the most important road in progress is the Ohio and 
Mississippi, w4iich traverses it from east to west. This work has already 
been sufficiently noticed under " the railroads of Ohio." The south- 
western corner of the State is traversed by the Evansville and Illinois 
road, which is alread}^ completed to Princeton, and is in progress to 
Terre Haute. When this last point is reached, a connexion will be 
formed with the Central system, w^hich will be brought into communi- 
cation with Evansville, the most important and flourishing town upon 
the lower Ohio, and also with a railroad now in progress leading from 
Henderson, upon the opposite bank of the river, in Kentucky, to Nash- 
ville, Tennessee, in order to connect with the roads terminating in that 
city. 

The New Albany and Salem road is an important work for southern 
Indiana. At or near Orleans it will form a connexion with the Ohio 
and Mississippi railroad, and will thus constitute a convenient and direct 
route between the cities of New Albany, Louisville, and St. Louis. 
This road will also supply railroad accomodations to an extensive and 
important, but comparatively isolated portion of western Indiana. In 
the northern part of the State, it will perform a still more important 
office in opening, and that shortly, a communication between the cen- 
tral and northern portions of Indiana and the city of Chicago. The line 
of this road extends from New Albany to Michigan City, (with a branch 
to Indianapohs) and thence to Chicago, making its entire length about 
three hundred and fifteen miles. A part of this line will be composed 
of the Crawfordsville and Wabash road, which has been merged in the 
former. Three distinct portions of it are in operation, viz : from New 
Albany to Orleans ; from Crawfordsville to Lafayette ; and from Michi- 
gan City to Chicago. The unfinished portion is well advanced, and 
much of it will be finished before 1853, when the whole will be com- 
pleted. 

An important work in the northern part of the State is the Indiana 
Northern road, and which will be noticed with the Michigan Southern 
road, of which it forms a part. These two roads constitute a leading 
line, as they unite the most southerly portions of Lakes Erie and Michi- 
gan, two important points in the geography and commerce of the 
country. The great lakes occupy a basin extending 500 miles from 
north to south, and oppose an insuperable barrier to the direct extension 
westward of the lines from the northern States. All these are deflected 
southwardly, to avoid Lake Michigan. Such is the fact with a large 
number of roads in reference to Lake Erie ; consequently, a line con- 
nectino: the southern shores of these lakes cannot fail to be a work of the 
first importance, not only to the travel and commerce of the country, 
but to its business and revenues. The great favor with which this pro- 
ject is regarded by the public is undoubtedly due in part to the above 
considerations. The Northern Indiana road traverses a portion of the 
State celebrated for its fertility, which will secure to it a large local, as 
well as through traffic. 



COLONIAL AND LAKE TRADE. 317 

Among the proposed roads, probably the most important is the Wa- 
bash Valley line, which is to extend to Toledo, Ohio, lo the boundary 
line of Illinois. A glance at the accompanying map will convey a 
better idea of the value of such a work, and the intimate relation it 
will bear to the commerce and travel of the country, than any attempted 
description. It will be seen that Toledo is the most salient point on 
Lake Erie for all the country lyhig to the west and southw^est of it. 
It has already become a place of great commerce, by means of the 
Wabash canal, and must alwa3^s be a leading point in the routes both 
of business and travel. A line of railroad connecting Toledo and St, 
Louis would coincide for a long distance with the course of the Wa- 
bash river. The valley of this river is celebrated for its fertility, and 
is filled with large and flourishing towns, which owe their existence and 
traflic to the canal, and are the depots of trade for the surrounding 
country. In this manner an ample business has been alread}^ devel- 
oped for the support of a first-class railroad. 

Another important project is the projected road from Fort Wayne to 
Chicago. This is proposed as the legitimate extension of the Ohio and 
Indiana railroad, which has already been noticed under the roads of Ohio. 
These roads would constitute a direct line between the great city of 
the Northwest and the railroads of central Ohio. The importance of 
such an avenue must be apparent upon the shghtest examination of 
the probable routes of travel and trade in the West. The great tide of 
emigration which is flowing thither from the middle States and Ohio is 
directed upon Chicago, which is the great point of its distribution over 
the unoccupied lands of the new States. This city must also become 
an important business and commercial point for all the western States- 
The above fine is also regarded as the appropriate extension to Chicago 
of the great Philadelphia and Baltimore lines, which will be extended 
to the eastern terminus of the former, in central Ohio. 

An important road is in progress, commencing at Richmond, the 
western terminus of the Dayton and Western, and Hamilton and Eaton 
roads, and extending to the Wabash river, at Logansport, which it is 
intended ultimately to carry forward to Chicago. As a through-route, 
its object is to connect Cincinnati and Chicago. Locally, it may be 
regarded as a Cincinnati road, penetrating a very rich and productive 
section of the State. It is under contract from Richmond to the Wa- 
bash, by way of Newcastle. It will be seen that, for the country tra- 
versed, it will constitute a very direct and convenient outlet to its great 
market, Cincinnati ; and it is so situated as to command, to a great ex- 
tent, the traffic of the territory lying to the north of its line. The route 
proposed by this road, it is believed, will constitute the shortest route 
between Cincinnati and Chicago. 

It is also proposed to construct a branch from the Jeffersonville road, 
commencing at or near Columbus, and extending as far north as Union, 
the eastern terminus of the Indianapolis and Bellefontaine road, and 
probably to Fort Wayne. This extension is favored by the city of 
Louisville, Kentucky, as affording means of connecting herself with 
the roads running east and west through Ohio, and of securing a por- 
tion of their trade and travel, which otherwise would be drawn to Cin- 
cinnati. 



318 Andrews' report ox 

The branch to Fort Wayne would probably run through Muncie, on 
the Belletbntaine road, and in this manner a connexion would be formed 
between Fort Wayne and Indianapolis. The route for such a road has 
been surveyed and found favorable, and active measures are in progress 
to raise the necessary means for its construction. 

The above are the leading projects of the State. There are several 
others of minor consequence, am.ong which may be named the Shelby- 
ville, Knightstown, and Rushville branches. There are others pro- 
posed, but not sufficiently advanced to call for particular notice. 



MICHIGAN. 

Population in 1830, (Territory,) 31,639; in 1840, 212,267; in 
1850, 397,654. Area in square miles, 56,243 : inhabitants to square 
mile, 7.07. 

The State of Michigan, so early as 1836, while in her very infmcy, 
matured and commenced an elaborate system of internal improvements, 
by means of railroads and CcUials. Of the latter none have been con- 
structed : in fact, they were hardly commenced. Of the great lines of 
railroads, two, the most important, have been completed, with some de- 
viation from the original plans. 

1. The Michigan Central railroad commences at Detroit, and runs 
generally in a western direction, to Lake Michigan. It is then de- 
flected southward and carried around the southern shore of Lake 
Michigan to Chicago, the whole length of line being 282 miles. It 
was completed to Lake Michigan, at New Buffalo, two or three years 
since, but was extended to Chicago within a few months only. This 
work is in every point of view most important, saving the necessity ol 
a long and expensive detour by way of Mackinaw, in travelling from 
east to west, and having proved of great convenience to the travelling 
and business public. This road was commenced by the State of Michi- 
gan, under whose auspices about 125 miles of the eastern portion of it 
were constructed. The State becoming embarrassed in consequence 
of the injudicious management of her affairs, the road was sold to a 
private company in the latter part of 1846, by whom the work of con- 
struction was immediately resumed, and prosecuted with great vigor to 
its termination, at Chicago. Since its completion it has proved very 
productive. Its importance as a great through-link between the East 
and the West will be greatly increased by the consti notion of the great 
Western raih'oad of Canada, which will be completed during the coming 
year. When that road shall be opened, a direct route, in connexion 
with the above roads, v/ill be afforded to the travel from the eastern 
States to Chicago, the great central point of the northwestern trade and 
travel. 

2. Michigan Southern Railroad. — Like the Central road, the Micljigan 
Southern was formerly a State work, and as such w^as opened to Adrian, 
36 miles from Monroe, its eastern terminus. On the failure of the State, 
its farther progress was abandoned ; but after a lapse of some years it 
was sold to a private company, b}' whom it has, in connexion with the 



COLONIAL AND LAKE TRADE. 319 

Indiana Northern road, been recently extended to Chicago. The dis- 
tance between the termini is 243 miles. It was originally intended to 
carry this road through the southern tier of counties to New Buffalo; 
but this plan was abandoned by the present company, and, after run- 
ning about 130 miles in Michigan, the line was deflected into Indiana, 
and. on this portion constructed under a charter granted by that State. 
This road is also connected with Toledo, on Lake Erie, and will be 
shortly connected with the railroads of Ohio; and it may be confldently 
expected that by the first of January next a continuous line of railroad 
will exist from New York to Chicago, a distance of nearly 1,000 miles. 
The Michigan Southern and Indiana Northern may both be regarded as 
belonging to one interest, and as forming in fact one line. Though re- 
cently opened for business, its prospects are very favorable. In the 
hands of its present managers, it has been prosecuted with energy and 
success ; and, as the general direction of its line coincides with the 
southern shores of Lakes Erie and Michigan, it is difficult to find a 
more important line of road. Its success since its opening fully justi- 
fies the sagacity and foresight of the parties by whom its extension v/as 
planned and executed. 

The local trade both of the Central and Southern roads is supplied 
by an ample belt of fertile, well-settled and highly productive country, 
which alone would yield sufficient support, entirely independent of 
through traffic. Both are intended to form important parts of inde- 
pendent through-routes from Boston and New York to Chicago— one 
on the north, the other on the south shore of Lake Erie — -and must 
become intimately identified w^ith important routes of commerce and 
travel. 

A railroad from Green Bay to Lake Superior is an important pro- 
ject, and will prove of great convenience to the mining districts on the 
southern shores of the latter, which for a considerable portion of the 
year are inaccessible. This work is indispensable to the proper devel- 
opment of the vast mineral resources of that great region. Its route is 
the best that could be adopted for immediate exigencies. The line of 
the road is under survey; and it is beheved that its construction will 
be immediately commenced, an amount of business being already de- 
veloped on its northern terminus sufficient to furnish a considerable 
traffic. 

A road is also proposed, and v/ill, undoubtedly, in a fev/ years be 
constructed, extending^ from Detroit to Toledo, with a view to enable 
the Great Western railroad of Canada to form a connexion with the 
lines of the United States. 



ILLINOIS. 



Population in 1830, 157,445; in 1840, 476,183, in 1850,851.470. 
Area in square miles, 55,405; inhabitants to the square mile, 15.36. 

There is a remarkable similarity between the histories of the States 
of Indiana and Illinois, so far as their respective sj^stem^s of internal 
improvements are corcerned. Both systems were commenced about 



320 Andrews' report on 

the same period; both States became involved in similar financial em- 
barrassments ; and both abandoned the prosecution of their respective 
works — most of which have been either discontinued entirely, or have 
passed into private hands. While this parallel exists between the two, 
IlUnois labored under the disadvantage of being a much newer State, 
possessing smaller means, and consequently requiring a longer time to 
recover from her embarrassments. As in her first efforts she imitated 
the examples of Ohio and Indiana, so she is again following closely in 
their footsteps, in the new career upon which she has just entered. 

The Illinois and Michigan Canal. — This canal is almost the only im- 
provement which Illinois has to show for the vast debt she has incurred 
for her public works. It has passed into the hands of her bond-holders, 
and has been completed by them in a manner very similar to its kindred 
w^ork, the Wabash and Erie canal. It extends from Chicago to Peru, 
at the head of navigation on the Illinois river. It was commenced in 
1836, and completed in 1848. It is 60 feet wide, and 6 feet deep. 
The locks have a capacity for boats of 150 tons. Its length is 100 
miles, and its summit-level is 8 feet only above Lake Michigan. The 
original plan was to feed it directly from the lake ; but as this involved 
a very large expenditure, it was abandoned. 

The canal was opened in the fall of 1848, since which time it has 
done a successful business. Like the Wabash canal, its direction coin- 
cides with the usual route of commerce and travel. It is hardly possi- 
ble to conceive a more favorable route for such a work. It connects 
the lakes with the navigable waters of the Mississippi at their nearest 
approach to each other. Between these great water-courses an im- 
mense trade must always exist. The former penetrates high northern 
regions, and the latter traverses a country abounding in ma«y tropical 
productions. With the canal they constitute a natural route of com- 
merce ; and as the eastern are the great markets for the products of 
the western States, this work must form one of the leading channels of 
commerce between these two divisions of the country. All that was 
wanting to secure a large portion of the products of the Northwest to 
the lake and Erie canal routes was an outlet for them. This the Illi- 
nois canal first supplied. The effect of its opening has been, in fact, 
to turn an immense tide of business from its old channel, by the Missis- 
sippi river, to the new one by the lakes. 

The influence of this work is already seen in the impulse it has given 
to the growth and trade of Chicago; in the change it has effected in 
the direction of the products of Illinois, and other western States, to 
market, and of merchandise imported into the same sections of country. 

Were its capacity equal to the business which will soon be thrown 
upon it, and were the Illinois and Mississippi navigable at all seasons 
of the year, there can be no doubt that the canal would be able to en- 
gross a large portion of the trade of the country west and southwest 
of Lake Michigan, and north of the Ohio and Missouri rivers. As it 
is, it is preparing the way for a great diversion of that trade to the 
lakes and the northern route. The railroads now in progress in Illi- 
nois will soon come to its aid, and supply the want of an uninterrupted 
navigation in the western rivers. 



COLONIAL AND LAKE TRADE. 321 

Railroads in Illinois, 

The system of improvements first proposed by the State in eighteen 
hundred and thirty-six contemplated a very large number of rail- 
roads, traversing every portion of the State. The more important 
of these were the Illinois Central, the Edwardsville and Shawnee- 
town, the Quincy and Danville, the Alton and Terre Haute, the 
Mount Carmel and Alton, and the Peoria and Warsaw roads. After 
the expenditure of large sums upon these lines they were all ultimately 
abandoned, and the improvements made have mostly fallen into the 
hands of private companies. No portion of any of the lines commenced 
has been opened, with the exception of the link in the Quincy and 
Danville railroad, extending from Springfield to the Illinois river. With 
a few exceptions, the work done upon the various proposed lines is of 
little value to the companies which have resumed their construction. 

The recent railroad movement in Illinois dates only two or three 
years prior to the present time. It has the same general character as 
those already noted in Ohio and Indiana. The construction of roads 
in this ^tate follows instead of anticipating the wants of the community, 
and proceeds in a legitimate and business-like manner, which promises 
the most satisfactory results. 

The State of Illinois is one of the largest States of the confederation 
in area, and probably is unsurpassed by any in the extent of her re- 
sources. Over her whole surface she has a soil of inexhaustible fer- 
tility, a large portion of which covers vast beds of coal, in connexion 
with an abundant supply of iron ore. The richness of her lead mines 
is well known. Her commercial advantages are equal to those of 
any western State. Upon her western boundary is the Mississippi river ; 
upon her southern, and a large portion of her eastern border, are the 
Ohio and Wabash. The northern part of the State is washed by Lake 
Michigan, which is accessible by ships of three hundred tons burden 
from the ocean. Her central portions are penetrated by the Illinois 
river, one of the most favorable in the West for the purposes of 
navigation. All these water-courses afford convenient outlets for the 
products of her soil, and contribute incalculably to her prosperity. 

The city of Chicago has now become, and must always remain, the 
emporium of the State. It is the great pivot upon which the rail- 
road system of the State turns. Most of the lines in progress are 
constructed with express reference to this point. All running in a 
northerly and southerly direction look to that city as the northern 
terminus. The same may be said of those traversing the northern 
portion of the State in an easterly and westerly direction. The princi- 
pal exceptions to this rule are the Ohio and Mississippi railroad, run- 
ning firom Cincinnati to St. Louis, the Terre Haute and Alton railroad, 
and the proposed roads from Peoria and Springfield to Lafayette, in 
Indiana. There will undoubtedly be other roads constructed in differ- 
ent portions of the State, having no direct reference to Chicago ; but 
such only are referred to as are already in progress. 

The great line, traversing the State from north to south, will be the 
Illinois Central railroad. This road was commenced by the State in 
1837, but was soon abandoned, with all other projects of a similar 
21 



322 Andrews' report on 

character. It commences at Cairo, at the junction of the Ohio and 
Mississippi rivers ; and, after running in nearly a direct northerly cour^ 
for about 120 miles, divides into two branches, one branch running to 
the extreme northwest corner of the State, by way of Peru, on the 
Illinois river; and the other in a very direct course to Chicago. Its 
whole length will be 700 miles — a greater extent of line than any other 
chartered line in the United States. The construction of this road is 
secured by recent munificent grants of lands by the general govern- 
ment, which amount to 2,500,000 acres, most of which lie upon the 
immediate line of the road. The road will be completed in about four 
years from the present time ; and, when constructed, will constitute a 
grand central avenue through the State, from north to south, which 
must in the end become the trunk of many connecting and dependent 
roads. 

The progress made by the Central road, and the certainty of its 
early completion, has given a great impulse to the public sentiment of 
the State in favor of similar projects. Numerous lines are in progress 
or projected in every portion of it. The hne itself will supply a vast 
amount of railroad accommodation to the people of Illinois. As a 
State work it is a magnificent project. It is equally conspicuous as a 
part of a great national line. In connexion with the Mobile and Ohio 
railroad it forms a direct and uniform line of railroad, extending north 
and south for a distance of more than 900 miles, traversing, in this dis- 
tance, great varieties of climate and production. By taking the above 
route a traveller may pass from latitude 29° to 42° north in a little 
more than 24 hours. A road possessing such advantages cannot fail 
to command an immense traffic and travel, in addition to its local re- 
sources. 

With the exception of the Central railroad, most of the great routes 
of travel and commerce through the State must run from east to west. 
The more important of these are the following : 

Galena and Chicago. — This is the longest line of railroad in operation 
in the State. It is now completed to Rockford, a distance of 95 
miles. At Freeport, 124 miles from Chicago, it will form a junction 
with the Illinois Central road, by which it will be carried forward to 
Galena, 180 miles from its eastern terminus. This road has been one 
of the most successful and productive works of the kind in the United 
States. It was not embraced in the original system marked out by 
the State ; and affords a striking illustration of the wisdom of adapting 
railroad projects to the known wants of business, rather than of at- 
tempting to anticipate such wants by the construction of a system 
founded on doubtful contingencies. 

The easterly portion of the above line forms the trunk of two other 
roads, one of which, the St. Charles branch, extends from its junction 
with the Galena and Chicago road, in a very direct course, to the 
Mississippi river, at Albany ; and the other, the Aurora branch, which 
is under contract, to Galesburg, (the northerly point on the Peoria 
and Oquawka railroad,) a distance of about 125 miles. This road 
will be carried still further, in a southwesterly direction to Quincy, 
by means of the Central Mihtary Tract and the Northern Cross 
roads, also in progress of construction. The distance from Quincy to 



COLONIAL AND LAKE TRADE. 323 

Galesburg, by the above road, is about 120 miles, making the entire 
distance between Chicago and Quincy about 280 miles. It is under- 
stood that the Michigan Central railroad will extend efficient aid. to the 
last named line. 

The Galena and Chicago railroad has exerted a very decided influ- 
ence in promoting the growth of the city of Chicago, which advanced 
in population from 4,470 to 40,000 from 1840 to 1852. 

Rock Island and Chicago railroad. — This road follows the valley of 
the Illinois and its branches, from Chicago to Peru, a distance of 100 
miles ; from which place it takes a more westerly direction, to Rock 
island, a distance of eighty miles, making the whole length of line 180 
miles. The first division to Peru will be completed by the first of 
January next, and the whole in season for the winter business of 1853. 
It is, in many respects, an important line. It will connect Chicago with 
the head of navigation on the Illinois river, between which points 
an immense travel and trade must always exist. It has the great 
advantage of striking the Mississippi river upon the same parallel of 
latitude with the southern shores of Lakes Erie and Michigan, and at 
the best point for bridging that river below St. Anthony's Falls. Rock 
island is very nearly in the same parallel with Council Bluffs, the pro- 
posed point for carrying a railroad across the Missouri, running west- 
ward toward the Rocky mountains. The grade and curves of this road 
are favorable, and it will undoubtedly become one of the most important 
avenues of trade and travel extending westward from Chicago. The 
means for its construction are furnished chiefly by eastern capitalists, 
who took up the project on account of the strength of its position. 

Peoria and Oquawka railroad, — The next line of railroad travers- 
ing the State, from east to west, is the Peoria and Oquawka, commenc- 
ing at the Mississippi river opposite Burlington, the largest and most 
commercial town in Iowa, and running to Peoria, on the Illinois river. 
The distance between the two points is about 80 miles. From Peoria 
it is proposed to extend this road easterly, striking the Wabash valley 
at Lafayette, or at Logansport, or at both these places. The first 
division only of this great line, extending from the Mississippi to the 
Illinois, is in progress. But when the importance of the proposed ex- 
tension is considered, and the relation it will sustain to the railroads of 
the States lying eastward, no doubt can be entertained of its commence- 
ment and construction at no distant day. 

Northern Cross railroad, — This name is usually applied to the line of 
road commencing at Quincy, on the Mississippi river, extending to the 
Indiana State line near Danville, Illinois, and running through Naples, 
Springfield, and Decatur. This is one of the projects embraced in the 
State system of improvements ; and upon it a much larger amount of 
work was done than upon any other line. The work executed by 
the State has since passed into the hands of private companies, by one 
of which the portion of the line extending from Springfield, the capital 
of the State, to the Illinois river, and commonly known as the Spring- 
field and Meredosia railroad, has been completed. The portion of 
the above line from Quincy to the Illinois is also in progress, by 
another company. From Springfield eastward, the work of construc- 
tion is also about to be resumed. From Decatur, two branches will 



324 ANDREWS' REPORT ON 

probably be constructed, one extending to Terre Haute, and the other 
in a more northerly direction towards Lafayette It may be stated, 
that the westerly division of this road, extending from Quincy to Clay- 
ton, will form the base of the line of railroads now in progress to 
Chicago, under the title of the Central Military Tract and Aurora 
Branch railroads, already referred to. 

Alton and Sangamon railroad. — This important line of railroad ex- 
tends from Alton to Springfield, the capital of the State, a distance of 
72 miles. It has been recently opened for business. It forms an 
appropriate outlet from the central portions of the State to the Missis- 
sippi river. Its local consequence is greatly increased by the prospect 
of its becoming a link in the line of railroad from Chicago to Alton and 
St. Louis. By reference to the annexed map, it will be seen that 
Springfield lies very nearly on a direct hue between the above cities. 
The division of this line from Springfield to Bloomington is already 
under contract, from whence it will be carried direct to Chicago, or 
unite with the Rock Island road at Morris. This connexion would 
form a very direct and convenient route between the termini named. 
The cities of Chicago and St. Louis will probably always remain (with 
the exception of Cincinnati) the great cities of the West ; and the line 
that will connect them possesses, to a certain extent, a national im- 
portance. The fact that it connects Lake Michigan with the Missis- 
sippi on a great and convenient route of travel between them, cannot 
fail to give it rank among our leading works. 

In the central portion of Illinois are several lines having a general 
eastern and western direction. Among the more important of these 
may be named the Western and Atlantic, the Terre Haute and Alton, 
and a road from Terre Haute to Springfield, the capital of the State. 

The Atlantic and Mississippi road is now the only link wanting in a 
great chain of railroads extending from St. Louis to the Atlantic. Its 
line is identical with the convenient route between that and all the 
leading eastern cities. It may be regarded as the Mississiiipi trunk of 
all the roads in central Ohio and Indiana running east and west. The 
importance of this road to the general system of the country is well 
shown by the accompanying map. The city of St. Louis is one of the 
great depots of trade in the interior, between which and the Atlantic 
cities there exists a vast commerce and travel. As a through-route, 
there is none in the country offering better prospects of a lucrative 
traffic. It is regarded with great favor by the public, and there can be 
no doubt that its stock will be eagerly sought by eastern capitalists. 
The whole line will be placed immediately under contract for comple- 
tion, within the shortest practicable period. 

The country traversed by the road is a very fertile portion of the 
State, and will supply the usual amount of local traffic for a western 
road. 

Terre Haute and Alton railroad. — This project has the same general 
direction and object with the one last described. One of the leading 
objects in its construction is to promote the increase of the city of Alton, 
its Mississippi terminus. It traverses a fertile and well cultivated por- 
tion of the State, and is sufficiently removed from the Mississippi and 
Atlantic to command a large local trade. The whole line of this road 



COLONIAL AND LAKE TRADE. 325 

is under contract for completion within three years from this time, and 
several portions of it are in progress. 

The proposed road from Terre Haute to Springfield, it will be seen, 
is an important link to connect the roads of Indiana with the Central 
IlUnois and with the Northern Cross roads. Measures are in progress 
to place this road under contract, which promise its speedy completion. 

A railroad is also proposed from Mount Carmel, on the Illinois river, 
to Alton. This is one of the projects which were included in the State 
syst-em of 1837. A portion of the eastern end of this line was graded 
by the State. These improvements have gone into the hands of a pri- 
vate company, by which the road will be completed from Mount Car- 
mel to Alton, a distance of about twenty miles. This road will proba- 
bly be extended to Princetown, Indiana, in order to form a connexion 
with the Evansville and Illinois road. 

The Ohio and Mississippi road, one of the most important projects 
in the State, has already been noticed under the head of Ohio. 



MISSOURI. 



Population in 1830, 140,455; in 1840, 383,702; in 1850, 382,043. 
Area in square miles, 67,380 ; inhabitants to square mile, 10.12. 

No effort was made in this State toward the construction either of 
railroads or of canals till within a recent period. This was partly 
owing to the fact of its being a frontier State, in which the necessity of 
railroads is less felt, than in those so sitaated as to becom^e thorough- 
fares for their neighbors ; and partly to the sparseness of the population 
in nearly every portion of the State. At the session of the legislature 
of 1851, the State agreed to lend its credit for two great lines of rail- 
road : the Pacific road, commencing at St. Louis, and running to the 
west line of the State, on the south side of the Missouri river ; and the 
Hannibal and St. Joseph's road, extending from the Mississippi to the 
Missouri, on the north side of the latter, and connecting the places 
named. The amount of aid voted was $2,000,000 to the former, and 
$1,500,000 to the latter ; the loans not to become available until each 
company should have obtained $1,000,000 of private stock, and then 
only so fast as equal portions of stock subscriptions should be paid up 
and expended. When either company shall have expended $50,000, 
they are entitled to call upon the State for its bonds to an equal amount, 
as security for which the latter holds a lien upon the road and all the 
property of the companies. The State aid will probably be increased 
to meet one-half the cost of both roads. Although local considerations 
are the primary motive in the construction of the above roads, the pro- 
jectors look to their ultimate extension to the Pacific ocean. Although 
their eastern termini are somewhat widely separated, they approach 
each other as they proceed westward, and would meet beyond the 
Missouri river, if prolonged in their general directions. As local roads, 
they are of great importance. They w^ill, when completed, add much 
to the convenience of the emigrant and pioneer, by materially reducing 
the long and tedious journey on foot from the Mississippi to the western 



326 ANDREWS' REPORT ON 

boundary of our settled territory. In connexion with the great lines of 
railroad lying to the east, they would form a part of a line across the 
continent, from one ocean to the other. Every mile we advance west- 
ward, is so much gained toward the accompHshment of a work destined 
to be the crowning achievement of modern energy and science. Pri- 
vate enterprise will soon have accomplished so much, as to leave the 
portion that must devolve upon the general government a compara- 
tively easy task. If private companies with their unaided means can 
accomplish more than half of this work, certainly what remains is not 
of such vast magnitude as to intimidate the collective energies and 
power of a great nation. 

Rapid progress is now making in the construction of the above roads ; 
and there can be no doubt of their speedy completion. 

In addition to the original object of the Pacific railroad, its eastern 
portion will probably be made the trunk of a branch extending to the 
mineral districts of the southwestern portions of the State, which are 
extremely rich in iron, lead, and copper. These great resources still 
remain undeveloped, from the want of a suitable outlet, which the 
above road will create ; and measures are now in progress for its con- 
struction. It is also proposed to make this branch a portion of a great 
line from St. Louis to New Orleans, upon the west side of the Missis- 
sippi. This latter project is attracting much attention, and though the 
means do not now exist for its construction, the eventual realization of 
this project can hardly be doubted. 



WISCONSIN. 

Population in 1840, (Territory,) 30,945; in 1850, 305,191. Area 
in square miles, 53,924 ; inhabitants to square mile, 5.65. 

The State of Wisconsin, though in 1840 it numbered only 30,000 
inhabitants, is already in possession of a fiist-class line, a considerable 
portion of which is in operation — ^the Milwaukie and Mississippi rail- 
road. This line of road commences at Milwaukie, the leading town in 
the State, and extends in a westerly direction, running through the 
capital to the Mississippi, at Prairie du Chien, a distance of about 200 
miles. It is already in operation to Whitewater, a distance of 50 miles, 
and will be completed to Rock river during the coming autumn. It was 
commenced in 1850, and owes its birth and prosecution to the enter- 
prise and capital of the city of Milwaukie. It is the most northerly 
railroad yet projected, running from Lake Michigan westward, with the 
advantage of offering the cheapest outlet for all the country lying north 
and west of its terminus on the Mississippi river. It traverses a most 
beautiful region of country, and bids fair to become a successful and 
lucrative road, as it occupies a favorable route, and will be constructed 
at low cost. It is distinguished by being constructed at a much earlier 
period in the history of a State than any similar work; and it is cer- 
tainly a wonderful illustration of the rapid growth of the Western coun- 
try, that in the short space of ten years a wilderness has been reclaimed 
and brought into high cultivation, and been filled with a thriving and 



COLONIAL AND LAKE TRADE. 327 

prosperous people, in possession of all those contrivances in aid of 
labor and in promotion of social and naaterial advantages, the results of 
modern science and skill, and of which many richer and older commu- 
nities have not as yet availed themselves. As the tide of emigra- 
tion moves westward, it carries with it all the distinguishing character- 
istics of the eastern States ; so that a person may travel to the very 
verge of western settlement without being conscious of any change, 
save in the natural features of the country. 

Another important line projected in Wisconsin is the Fond du Lac 
and Rock River Valley railroad, extending from Fond du Lac, on Lake 
Winnebago, in a southwesterly course to Janesville, whence it takes a 
southeasterly course to Chicago. The entire length of this road is about 
215 miles. It is in course of construction at both ends, and a portion of 
the Hne, near Fond du Lac, will soon be in operation. From Fond du 
Lac, it is in contemplation to extend a branch to the western extremity 
of Lake Superior, for which a favorable route is said to exist. This ex- 
tension would even now be of great utility in giving access to the vast 
extent of fertile country lying west of the great lake, which is becom- 
ing an attractive field for emigrants ; and should Congress favor this 
proposed line by a grant, its immediate construction would be the re- 
sult. Such a road will ultimately be found indispensable to the settle- 
ment of a large portion of the Minnesota Territory, and will probably 
receive encouragement from the general government, for the purpose of 
promoting this object and opening to a market an important and valu- 
able portion of its domain. 

The whole route of the Fond du Lac and Rock River Valley railroad 
runs through an extremely fertile country. One of the objects of the 
road, from which it will derive lucrative employment, is in the distri- 
bution over the State of the lumber which grows upon the rivers flow- 
ing into Lake Winnebago. Works are now in progress which will 
soon allow vessels navigating Lake Erie to reach Lake Winnebago, 
adding much to the business and prosperity of the above road. 

Works are also in progress for uniting the Wisconsin and Fox rivers 
by a canal, which shall admit steamboats of the capacity of those 
navigating the rivers. By reference to the maps it will be seen that 
these rivers approach each other very nearly, the distance between 
them being less than two miles, and the separation consisting only of a 
strip of low land, submerged at high water, and allowing the passage 
of small boats from one to the other. This canal is nearly com- 
pleted, and when opened will allow the passage of steamboats fr:om the 
lakes to the Mississippi river. 

A railroad is also proposed from Dubuque, on the Mississippi river, 
to Lake Michigan, passing through the southern tier of counties in the 
State. Such a road would make the town of Janesville a point from 
which it would be carried forward, by roads in progress, to the towns 
of Chicago and Milwaukie. 



328 Andrews' report on 

IOWA. 

Population in 1840, (Territory,) 43,112; in 1850, 192,214. Area in 
square miles, 50,914; inhabitants to square mile, 3.77. 

No railroad has yet been commenced in Iowa, though several com- 
panies have been organized for their construction. It will be recollec- 
ted that some ten years since the State had only about 50,000 people. , 
It has now probably about 300,000, most of whom are settled in the 
neighborhood of navigable rivers ; and on this account the necessity of 
railroads has not been so much felt as it would otherwise have been. 
As Iowa is one of the most fertile States of the West, ranking among 
the first in extent and natural resources ; and as the surface of its soil 
is well adapted to the cheap and expeditious construction of railroads, 
and the State is filling up with great rapidity, with an enterprising and 
vigorous people, we cannot expect that she will long be behind her sis- 
ter States in the construction of works so important to the prosperity 
and progress of any people. 

The most important of the proposed roads in Iowa are the lines lead- 
ing from Rock Island to Council Bluffs; from Dubuque to Keokuk; and 
from Burlington to the Missouri river. The first of these extends west 
upon the parallel of the southern shore of Lake Michigan. Rock Island 
is believed to be the best point for the passage of the Mississippi river, 
and Council Bluffs for that of the Missouri. These facts show the pro- 
spective importance of this line. 

The object of the Dubuque and Keokuk line is to cut off the bend in 
the Mississippi river, and to avoid the rapids, which are a serious ob- 
struction to navigation. 

The project from Burlington to the Missouri has the same general 
object as the Rock Island and Council Bluffs road. No one of the 
above projected improvements has been commenced, though measures 
for the purpose are in progress. 



RAILROADS IN THE BRITISH PROVINCES. 

As the provincial railroads are to be intimately connected with those 
of the United States, a brief notice of the former will be appropriate to 
this report. 

A few railroads only have been constructed in the British provinces, 
for the reason that these works were not particularly required to aid 
in the improvement of property; the numerous rivers, lakes, and bays 
supplying cheap and convenient media for this purpose. The principal 
settlements of New Brunswick and Nova Scotia are upon the imme- 
diate borders of navigable tide-water. The narrow belt of arable land 
to which the population of Canada is confined is traversed for its entire 
length by t^he lakes and the St. Lawrence river. The various water- 
courses described will continue to be the principal channels and routes 
of commerce, even after the construction of railroads parallel with them. 

The roads in progress and contemplated in the provinces, therefore, 
are, with one or two exceptions, being constructed chiefly with a view 



COLONIAL AND LAKE TRADE. 329 

to passenger traffic. They are fortunate, however, in the fact that 
their hnes correspond to routes over which already passes a large 
travel, and which the roads themselves must immensely increase. 

Of the roads under consideration, the most important, in some re- 
spects, is the St. Lawrence and Atlantic, extending li:om Montreal to the 
boundary hue of the United States, a distance of about 130 miles, 
when it connects with the Atlantic and St. Lawrence railroad, extend- 
ing to Portland. This work was briefly described in the notice of the 
roaxls in the State of Maine. The original object in its construction, 
as far as the Canadas were concerned, was to open a winter outlet for 
the trade of Montreal, and in this manner to add to the business of the 
Canadian canals, by which unbroken navigation from the upper lakes 
is secured to the city. These works have, to a certain extent, failed to 
realize their highest usefulness, or to jtistify public expectation, for 
want of an avenue to the Atlantic coast other than through the Gulf of 
St. Lawrence. The navigation of the St. Lawrence being closed for a 
considerable portion of the year, the late receipts of produce have to be 
held till spring before they can be sent to a market. The losses arising 
from this delay, embracing the charges for Warehousing, interest, in- 
surance, &c., and the decline in the price of the staple, which is often 
ruinous to the holder, have tended to turn this trade into other chan- 
nels, to restrict the business of this route, and to increase that of its 
great rival, the Erie canal. To remedy this evil, by securing an unin- 
terrupted communication at all times with navigable tide-water, is one 
great object of this proposed road. There can be no doubt that this, 
or a work similar in character and objects, is necessary to secure all 
the results anticipated from the canals. 

The St. Lawrence and Atlantic road is in operation to Sherbrook, a 
distance of 91 miles from Montreal, and is in a state of such forward- 
ness that no doubt is entertained of its completion by July next. 

The Quebec and Richmond railroad is a work designed to place the 
city of Quebec in the same relation that Montreal sustains to the St. 
Lawrence and Atlantic railroad, and at the same time with the latter, 
to unite these cities by a continuous railroad line. From the isolated 
position of Quebec in the winter season, this road will prove a great 
benefit to her commerce, as well as a great convenience to the travel- 
ling and business community. Its entire hne is under contract, to be 
completed early in 1854. 

Another proposed work attracting great interest in Canada is the 
line extending from Montreal to Hamilton, following the immediate 
bank of the St. Lawrence and of Lake Ontario. This road would run 
parallel with the great route of commerce in the Canadas, is required 
by the wants of travel, and in the winter season would be the channel 
of a large trade. It must at all seasons of the year command a lucra- 
tive traffic from the numerous cities and villages through which it 
would pass. This work has now come to be considered indispensable 
to the interests of Canada, and is to receive such aid from the govern- 
ment as will secure its speedy construction. It is to be placed under 
contract without delay. 

The Great Western railroad, traversing the peninsula of Canada, is 
one of the most important works in the provinces. It extends from 



330 ANDRE WS' REPORT ON 

Niagara Falls, by way of Hamilton, to Windsor, opposite Detroit, a dis- 
tance of two hundred and twenty-eight miles. It traverses a country 
"the fertility and productiveness of which is not exceeded by any por- 
tion of Canada or the United States. Its chief public attractions, how- 
ever, are the relations it bears to railroads in the United States. Tt 
will be seen by the accompanying map that for the railroads of New 
England and central New York it cuts off the long circuit by way of the 
southern shore of Lake Erie between the East and the West. Oq this 
account the road has received important aid from parties in the United 
States interested in having it opened. Ample means are provided for 
this work, and it is expected that it will be completed by the first of 
January, 1854. 

The Buffalo and Brantford railroad was projected for the purpose of 
securing to Buffalo the trade of the country traversed by the great 
Western, and with the additional object of placing that city en route of 
the great line of travel between the eastern and western States. Buf- 
falo is the largest town within reach of, and affords, probably, the best 
market for, the Canadian peninsula, with which it will be conveniently 
connected by the above road. This city, too, is a necessary point in 
the route of nearly every person visiting any portion of the country 
bordering Lake Erie, and it is highly important that egress should be 
had from it in every direction. The road is in progress, and will be com- 
pleted simultaneously with the great Western. 

The chartered line of this road extends to Goderich, on Lake Huron, 
to which it will probably be extended soon after reaching Brantford. 

The Toronto and Lake Huron road connects Lake Ontario with 
Lake Huron by the shortest practicable hne between the two, and will 
form for persons going to Lake Superior or Lake Michigan, by way of 
Mackinaw, a much shorter line than by way of Detroit. In this respect 
it bids fair to occupy an important relation to a leading route of travel 
and commerce. It traverses, too, a very fertile district, alone capable 
of supplying a lucrative traffic. A portion of this line is opened for 
business, and the unfinished part will be soon completed. 

A road is also under contract from Toronto to Guelph ; but as this is a 
work of local importance, a particular description of it is not required. 

The roads connecting Montreal with those of New York and Ver- 
mont are sufficiently noticed with the works of those States. 



LOWER PROVINCES. 

European and North American railroad. — Under this title is embraced 
the proposed road extending from Bangor, Maine, and Hahfax, Nova 
Scotia, a distance of about five hundred miles. The principal object 
to be effected by its construction is to constitute it a part of the great 
line of travel between America and Europe. The distance from New 
York to Halifax is equal to one-third of the entire distance from the 
former to Liverpool; and as the proposed road pursues the same gen- 
eral direction with the route of the steamers, some of which touch regu- 
larly at Hahfax, it is believed that this portion of the route to Europe 



COLONIAL AND LAKE TRADE. 331 

would be made by railway. Tt was upon this assumption that the above 
project was proposed. As far as the provinces are concerned, it has 
met with great favor, as it is behoved it will develop the abundant re- 
sources known to exist within them, and secure those social advantages 
which are intimately connected with the progress of comparatively iso- 
lated districts, in population, commerce, and wealth. The New Bruns- 
wick poriion of the above road is already under contract to a company 
of eminent English contractors, and the work in progress. Measures 
are- also in progress to the same end as far as the Nova Scotia division 
is concerned. The greater part of its line through both provinces tra- 
verses a region much more fertile and productive than any considera- 
ble portion of our eastern States, from which it is believed a large and 
profitable business will be secured both to the road and to the cities of 
Halifax and St. John. 

A project for a railroad from Halifax to Quebec, skirting the shores 
of the gulf and river St. Lawrence, has recently attracted much atten- 
tion throughout the provinces, as well as in England, but this project 
may now be regarded as abandoned. A portion of the northern end 
of this line may be constructed down the St. Lawrence for a distance 
of about one hundred miles below Quebec. It is also proposed to ex- 
tend a branch from the European and North American raihoad along 
the Gulf of St. Lawrence to Bathurst. A road is also in progress from 
St. Andrews to Woodstock, on the river St. John ; but as its importance 
is mainly local, a particular description is not required. 



ECONOMICAL VIEW OF THE RAILROADS OF THE UNITED STATES. 

The first step toward a correct idea of our railroads, as far as their 
uses, objects, costs, and results, are concerned, is a thorough under- 
standing of the social and industrial character of our people, the geo- 
graphical and topographical features of the country, the uniformity in 
the pursuits of the great mass of our people, and the great distance 
that separates the consuming from the producing regions. 

Assuming the occupied area of that portion of our territory east of 
the Rocky mountains to be 1,100,000 square miles, at least 1,050,000 
are devoted to agriculture, while not more than 50,000 are occupied by 
the manufacturing and commercial classes. These compose a narrow 
belt of territory lying upon the seacoast, extending from Baltimore to 
the eastern part of Maine, and are more widely separated from the 
great producing regions than any other settled portion of the country. 
The great peculiarity that distinguishes our own from older countries 
is, that we nave no interior markets. The greater part of our territory 
has not been long enough settled for the development of a variety of in- 
dustrial pursuits, which constitute them. So entirely are our people 
devoted to agriculture, and so uniformly distributed are they over the 
whole country, that some of our largest States, Tennessee and Indiana 
for instance, had no towns in 1850 containing a population of over 
10,000. 

This homogeneousness in the pursuits of the great mass of our peo- 



332 

pie, and the wide space that separates the producing and consuming 
classes, as they are popularly termed, necessarily implies the exporta- 
tion of the surplus products of each. The western farmer has no home 
demand for the wheat he raises, as the surplus of all his neighbors is 
the same in Mnd. The aggregate surplus of the district in which he 
resides has to be exported to find a consumer ; and the producer for a 
similar reason is obhged to import all the various articles that enter into 
consumption which his own industry does not immediately supply; and 
farther, as the markets for our agricultural products lie either upon the 
extreme Yerge of the country, or in Europe, the greater part of our do- 
mestic commerce involves a through movement of nearly all the articles 
of which it is composed. 

In older countries this necessity of distant movement, as will be the 
case in this, in time, is obviated by the existence of a great variety of 
occupations in the same district, which supply directly to each class 
nearly all the leading articles that enter into consumption. 

It is well known that upon the ordinary highways the economical 
limit to transportation is confined within a comparatively few miles, 
depending of course upon the hind of freight and character of the roads. 
Upon the average of such ways, the cost of transportation is not far 
from 15 cents per ton per mile, which may be considered as a suffi- 
ciently correct estimate for the whole country. Estimating at the same 
time the value of wheat at $1 50 per bushel, and corn at 75 cents, and 
that 33 bushels of each are equal to a ton, the value of the former 
would be equal to its cost of transportation for 330 miles, and the latter 
165 miles. At these respective distances from market, neither of the 
above articles would have any commercial value, with only a common 
earth road as an avenue to market. 

But we find that we can move property upon railroads at the rate 
of 1.5 cent per ton per mile, or for one-tenth the cost upon the ordinary 
road. These works therefore extend the economic limit of the cost of 
transportation of the above articles to 3,300 and 1,650 miles respec- 
tively. At the limit of the economical movement of these articles upon 
the common highway, by the use of railroads, wheat would be worth 
$44 50, and corn $22 27 per ton, which sums respectively would rep- 
resent the actual increase of value created by the interposition of such 
a v/ork. 



COLONIAL AND LAKE TRADE. 



333 



The following table will show the amount saved per ton, by trans- 
portation by railroad over the ordinary highways of the country : 

Statement showing the value of a ton of wheats and one of corn, at given 
joints from market, as affected by cost of trans'portation by railroad, 
and over the ordmary road. 



Transportation by rail- 
road. 



Value at market 

10 miles from market. 



20. 
30. 
40. 
50. 
60. 
70. 



90. 
100. 
110. 
120. 
130. 
140. 
150. 
160. 
170, 
180. 
190. 
200. 
210. 
220. 
230. 
240. 
250. 
260. 
270. 
280. 
290. 
300. 
310. 
320. 
330. 



.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 

• do. 
.do. 
.do. 
.do. 

• do. 
.do. 
.do. 
.do. 
.do. 
.do. 

• do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 



Transportation by ordi- 
nary highway. 



Wheat. 



#49 50 
49 35 
49 20 
49 05 
48 90 
48 75 
48 60 
48 45 
48 30 
48 15 
48 00 
47 85 
47 70 
47 55 
47 40 
47 25 
47 10 
46 95 
46 80 
46 65 
46 50 
46 35 
46 20 
46 05 
45 90 
45 75 
45 60 
45 45 
40 30 
45 15 
45 00 
44 85 
44 70 
44 55 



Corn. 



$24 75 
24 60 
24 45 
24 30 
24 15 
24 00 
23 85 
23 70 
23 55 
23 40 
23 25 
23 10 
22 95 
22 80 
22 65 
22 50 
22 35 
22 20 
22 05 
21 90 
21 75 
21 60 
21 45 
21 30 
21 15 
21 00 
20 85 
20 70 
20 55 
20 40 
20 25 
20 10 
19 95 
19 80 



Wheat. 



#49 50 
48 00 
46 50 
45 00 
43 50 
42 00 
40 50 
39 00 
37 50 
36 00 
34 50 
33 00 
31 50 
30 00 
28 50 
27 00 
25 50 
24 00 
22 50 
21 00 
19 50 
18 00 
16 50 
15 00 
13 50 
12 00 
10 .50 



Corn, 



$24 75 

23 25 

21 75 

20 25 

18 75 

17 25 

15 75 

14 25 

12 75 

11 25 

9 75 

8 25 

6 75 

5 25 

3 75 

2 25 

75 



The value of lands is affected by railroads in the same ratio as their 
'products. For instance, lands lying upon a navigable water-course, or 
in the immediate vicinity of a market, may be worth, for the culture of 
wheat, $100. Let the average crop be estimated at 22 bushels to the 
acre, valued at $33, and the cost of cultivation at $15, this would leave 
$18 per acre as the net profit. This quantity of wheat (two-thirds of 
a ton) could be transported 330 miles at a cost of 10 cents per mile, or 
$3 30, which would leave $14 70 as the net profit of land at that dis- 
tance from a market, when connected with it by a railroad. The value 
of the land, therefore, admitting the quality to be the same in both cases, 
would bear the same ratio to the assumed value of $100, as the value 
of its products, $14 70 does to $18, or $82 per acre ; which is an 



334 



REPORT ON 



actual creation of value to that amount, assuming the correctness of 
the premises. The same calculation may, of course, be applied with 
equal force to any other kind and species of property. The illustration 
given establishes a principal entirely correct in itself, but of course 
liable to be modified to meet the facts of each case. Vast bodies of 
the finest land in the United States, and lying within 200 miles of navi- 
gable water-courses, are unsaleable, and nearly, if not quite, valueless 
lor the culture of wheat or corn for exportation, from the cost of trans- 
portation, which in many instances far exceeds the estimate in the 
above table. Under such circumstances products are often fed out to 
live stock, and converted into higher values which will bear transport- 
ation, when the former will not. In this manner, lands are turned 
into account, where their immediate products would otherwise be value- 
less. But in such cases, the profit per acre is often very small; as, in 
the districts best adapted to the culture of corn, it is considered more 
profitable to sell it for 25 cents per bushel than to feed it out to animals. 
It will be seen that at this price thrice its value is eaten up by the 
cost of transportation of 165 miles. 

In this manner, railroads in this country actually add to the imme- 
diate means of our people, by the saving effected in the expenses of 
transportation, to a much greater extent than cost. We are, therefore, 
in no danger from embarrassment on account of the construction of 
lines called for by the business wants of the community, as these add 
much more to our active capital than they absorb. Only a very few 
years are required to enable a railroad to repay its cost of construction 
in the manner stated. 

Railroads in the United States exert a much greater influence upon 
the value of property, than in other countries. Take England for ex- 
ample. There a railroad may be built without necessarily increasing the 
value of property or the profits of a particular interest. Every farmer 
in England lives in sight of a market. Large cities are to be found in 
every part of the island, which consume the products of the different 
portions of it almost on the spot where they are raised. Railroads 
are not needed to transport these products hundreds and thousands 
of miles to market; consequently they may be of no advantage to 
the farmer living upon their lines. So with many branches of manu- 
factures. These establishments may be situated immediately upon 
tide- water, and as the fabrics are mostly exported, they would not be 
thrown upon railroads in any event. Such works may exist in that 
country without exerting any perceptible influence in adding to the value 
of the property of a community. The cases of the two countries would 
be parallel, were the farmer in the neighborhood of Liverpool compelled 
to send everything he could raise to London for a market, or were their 
manufacturing establishments so far from the consumers of their goods, 
that their value would be sunk before these could be reached. We 
have in this country what is equivalent to manufacturing establishments 
in Great Britain, in good order and well stocked for business, a fertile 
soil, that will produce bountifully for years without rotation or dress- 
ing. All that the farmer has to do is to cast his seed on the soil and 
to reap an abundant crop. The only thing wanting to our highest 



COLONIAL AND LAKE TRADE. 335 

prosperity is markets, or their equivalents, railroads, which give access 
to them. 

The actual increase in the value of lands, due to the construction 
of railroads, is controlled by so many circumstances, that an accurate 
estimate can only be approximated, and must in most cases fall far 
short of the fact. Not only are cultivated lands, and city and village 
lots, lying immediately upon the route affected, but the real estate in 
cities, hundreds and thousands of miles distant. The railroads of Ohio 
exert as much influence in advancing the prices of real property in the 
city of New York, as do the roads lying within that State. This fact 
will show how very imperfect every estimate must be. But taking 
only the farming lands of the particular district traversed by a railroad, 
where the influence of such a work can be more directly seen, there is 
no doubt that in such case the increased value is many times greater 
than the cost of the road. It is estimated by the intelhgent president 
of the Nashville and Chattanooga railroad, that the increased value 
of a belt of land ten miles wide, lying upon each side of its line, is 
equal to at least $7 50 per acre, or $96,000 for every mile of road, 
which will cost only about $20,000 per mile. That work has already 
created a value in its influence upon real property alone, equal to about 
five times its cost. What is true of the Nashville and Chattanooga 
road, is equally so, probably, of the average of roads throughout the 
country. It is believed that the construction of the three thousand 
miles of railroad of Ohio will add to the value of the landed property 
in the State at least five times the cost of the roads, assuming this to 
be $60,000,000. In addition to the very rapid advance in the price of 
farming lands, the roads of Ohio are stimulating the growth of her cities 
with extraordinary rapidity, so that there is much greater probability 
that the above estimate will be exceeded, than not reached, by the 
actual fact. We are not left to estimate in this matter. In the case 
of the State of Massachusetts, what is conjecture in regard to the new" 
States has with her become a matter of history. The valuation of that 
State went up, from 1840 to 1850, from $290,000,000 to $580,000,000— 
an immense increase, and by far the greater part of it due to the nu- 
merous railroads she has constructed. This increase is in a much 
greater ratio to the cost of her roads than has been estimated of those 
of Ohio. 

We have considered the effect of railroads in increasing the value of 
property in reference only to lands devoted to agriculture ; but such 
results do not by any means give the most forcible illustration of their 
use. An acre of farming land can at most be made to yield only a 
small annual income. An acre of coal or iron lands, on the other hand, 
may produce a thousand-fold more in value than the former. These 
deposites may be entirely valueless without a railroad. With one, 
every ton of ore they contain is worth one, two, three, or four dollars, 
as the case may be. Take for example the coal-fields of Pennsylva- 
nia. The value of the coal sent yearly from them, in all the agencies 
it is called upon to perform, is beyond all calculation. Upon this article 
are based our manufacturing establishments, and our government and 
merchant steamships, representing values in their various relations and 
ramifications, equal to thousands of millions of dollars. Without coal 



336 Andrews' report on 

il is impossible to conceive the spectacle that we should have presented 
as a people, so entirely different would it have been from our present 
condition. Neither our commercial nor our manufacturing, nor, conse- 
quently, our agricultural interests, could have borne any relation what- 
ever to their present enormous magnitude. Yet all this result has been 
achieved by a few railroads and canals in Pennsylvania, which have 
not cost over $50,000,000. With these works, coal can be brought 
into the New York market for about $3 50 per ton ; without them, it 
could not have been made available either for ordinary fuel or as a 
motive power. So small, comparatively, are the agencies by which 
such immense results have been effected, that the former are com- 
pletely lost sight of in the magnitude of the latter. 

What is true of the Pennsylvania coal-fields, is equally true of all 
others to a greater or less extent. The coal-fields of Alabama may be 
made to bear the same relation to the Gulf of Mexico and to the manu- 
factures of the southern States, as have those of Pennsylvania to the 
North, The Gulf of Mexico is to become the seat of a greater com- 
merce than the world ever yet saw upon any sea ; and this commerce, 
and all the vast interests with which it will be connected, will to a 
very great extent owe its development and magnitude to the coal-fields 
that slope toward the gulf 

INCOME OF OUR RAILROADS. 

Having shown the influence of our railroads in creating values, 
which greatly exceed their aggregate cost, the next point to be con- 
sidered is the income of these works. 

As both the income of our roads and the influence which they exert, 
in increasing values, must bear a close relation to each other, the facts 
that have already been established in reference to the latter necessarily 
involve the idea of a large business upon our roads. The value of 
lands depends upon their capacity to yield a very large surplus for 
transportation. 

There is no other country in the world where an equal amount of 
labor produces an equal balk of freight for railroad transportation. 
One reason is, that the great mass of our products is of a coarse, bulky 
character, of very low comparative value, and consisting chiefly of the 
products of the soil and forest. We manufacture very few high-priced 
goods, labor being more profitably employed upon what are at present 
more appropriate objects of industry. The great bulk of the articles 
carried upon railroads is grains, cotton, sugar, coal, iron, live stock, 
and articles of a similar character. The difference between the value 
of a pound of raw and manufactured cotton is measured frequently by 
dollars, yet both may pay the same amount of freight. Wheat, corn, 
cattle, and lumber, all pay a very large sum for transportation in pro- 
portion to their values. 

Again, for the want of domestic markets, the transportation of many 
of our important products involves a tlirough transportation. Take, for 
instance, a cotton-producing State hke Mississippi. Nearly the whole 
industry of this State is engaged in the cultivation of this arti(de. Of 
the immense amount produced no part is consumed or used within the 



COLONIAL AND LAKE TRADE. 



337 



State. The entire staple goes abroad ; but as tlie aggregnte industry of 
the people is confined to the production of one staple, it f dlows that all 
articles entering into consumption mast be imported ; so that, over the 
channels through which the cotton of this State is sent to market, an equal 
value or tonnage must be imported, as the case may be. This necessity, 
both of an inward and outward movement, equal to the whole bulk of 
the surplus agricultural product, is peculiar to the United States, and 
is one of the reasons of the large receipts of our roads. While this is 
the case, it is equally true that newly settled sections of country will 
often supply a larger amount of traffic than an older one. There can 
be no doubt that an equal amount of labor would produce four times 
as much corn and wheat in lUinois as in Massachusetts ; consequently, 
a man living in the former would contribute ibur times as much busi- 
ness to a railroad as one in the latter. In clearing the soil, it often 
happens that the transportation of lumber supplies a larger traffic for 
two or three years than agricultural products for an equal length of 
time. 

It is, therefore, a great mistake to suppose that, because a country is 
new, it cannot yield a large traffic to a railroad. In the southern and 
western States only one year is frequently required to prepare the soil 
for crops, which may be renewed, the same in kind, for a long series of 
years. The amount raised, and consequently the surplus, is much 
larger in the more recent than in the longer settled portions of the 
country. In the more recent, too — the number of inhabitants being 
the same in both cases — the amount sent to distant markets is greater 
from the fact that there is no diversity of pursuits, which in older com- 
munities supply from a limited circle nearly all the prime necessaries 
of hfe that enter into consumption. In newly settled districts, all these 
are often imported fro.n distant markets at a very heavy cost of trans- 
portation. 

The general views above stated, in reference to the earnings of the 
railroads in the United States, are fully borne out by the result. In- 
vestments in these works have probably yielded a better return, inde- 
pendently of the incidental advantages connected with them, than the 
ordinary rates of interest prevailing throughout the country. Such is 
the case with the roads of Massachusetts, the State in which these 
works have been carried to the greatest extent, and have cost the most 
per mile, and amongst which are embraced a number of expensive and 
unproductive lines. 

The following statement, compiled from official returns, shows the 
cost, expenses, and income of all the railroads of this State for four 
years previous to January 1, 1852: 



Years. 


* Cost. 


p]xpenses. 


Income. 


1848 


$46,777,009 
51,885,556 
56,106,083 


$3,284,933 
3,410,324 
4,002,847 


$6,067,164 
6,300,662 

7,287,342 


1850 


1851 




Total 


154,768,648 


10,698,104 


19,655,168 







22 



:538 ANDREWS REPORT ON 

The above table includes several expensive works opened too 
recently for the development of a larger business, and of course presents 
a much more unfavorable view of the productiveness of these works 
than would be shown by an average for a longer period. 

The most productive railroads in Massachusetts are those connecting 
the manufacturing and commercial towns, while the most unproductive 
are those depending upon the agricultural interests for support. The 
agriculture of this State supphes nothing for export; on the contrary, 
rthere is hardly a town that does not depend upon other and distant 
portions of the countrv for many of the more important articles of 
food. The small surplus raised is wanted for consumption in the im- 
mediate neighborhood of production. Where there are no manufactu- 
ring estabhshments upon a route, the movement of property upon New 
Encrland roads is hmited, and hence the comparative unproductiveness 
of what may be termed agricultural lines. In the eastern States other 
sources of business make up for the lack of agricultural products for 
transportation, and the aggregate investment is productive. In the 
southern and western States the soil supphes a very large surplus 
for exportation, affording often, per mile, a greater bulk for trans- 
portation than is supplied to eastern roads, either from agriculture, 
manufacture, or commerce. The cost of the former, however, will not 
on the average, equal one-half that of the latter ; and as the rates of 
charges are pretty uniform upon all, and if anything higher upon the 
wuthern and western than upon the eaMern roads, the revenues of the 
former must of course be very much greater than the latter. Such is 
tbe fact. The greater income of the one results, both from a larger 
ti-affic, which the western country in particular is adapted to supply, 
and from the higher rates of charges in proportion to the cost oi the re- 
spective lines of the two different sections of the country. Numerous 
illustrations of this fact might be readily given. The earnings ol the 
Cleveland and Columbus road have been greater than those ot the 
Hudson river since the opening of their respective hues, though the 
former is only 135 miles long and cost $3,000,000, while the latter is 
144 miles and cost $10,000,000. Railroads in the newly settleci por- 
tions of the country, as a general rule, command a much larger trattic, 
and of course yield a better return upon their cost, than those ol the 
older States. Assuming the revenues per mile of the roads of the two 
divisions of the country to be equal, their net income will be in the 
.ratio of their cost, which may be stated at two to one in favor ot 
western and southern roads. 

MODE OF CONSTRUCTION. 

By far the greater nuTnber of our roads in progress are in the interior 
of the country— in our koricultural districts, that do not possess an 
amount of accumulated capital equal to their cost. A busmess adequate 
to the support ot" a railroad may exist without the means to construct 
one. The construction of a railroad, too, creates opportunities tor in- 
vestment which promise a much greater return than the stock ni such a 
work. While, therefore, our people are disposed to make every reason- 
able sacrifice to secure a railroad, they prefer, and in fact they find it 



COLONIAL AND LAKE TRADE. 339 

•more for their interest, to borrow a portion of the amount required, 
than to invest the whole means directly in the project. They can bet- 
ter afford to secure the co-operation of foreign capital, by offering high 
premiums for its use, than to embarrass themselves by making a per- 
manent investment of too large a proportion of their own immediate 
means. These facts sufficiently explain the reasons why the borrowing 
of a considerable portion of the cost of our roads has become so univer- 
sal a rule. 

It is only by the co-operation of capitalists residing at a distance, and 
having no interest in the collateral advantages due to railroads, that the 
great majority of our works could have been constructed. In the outset, 
money was furnished slowly and cautiously, and then only upon the 
most unquestioned security. As the result began to demonstrate the 
safety and productiveness of these investments, capital was more freely 
afforded, and became less exacting in its conditions. The result has 
been, that a confidence in the safety of our railroads, as investments of 
capital, has become general, not only in this countr}^, but in Europe ; 
and companies whose means and prospective advantages entitle them 
to credit, find no difficulty in borrowing a reasonable sum upon the 
security of their roads, with which to complete them. The amount 
usually borrowed for our roads in progress averages from $5,00.0 to 
to $ J 0,000 per mile. The general custom requires that a sum equal to 
the one sought to be borrowed shall be first paid in, or secured for con- 
struction. A road that will cost $20,000 per mile is considered as suf- 
ficient security for a loan of $10,000 per mile ; and as the cost of new 
works will not much exceed the former sum, the latter is not, as a 
general rule, considered so large as to create distrust as to the safety of 
the investment, on account of the magnitude of the loan. 

This rule, which estabhshes the proportions to be supplied by those 
engaged in the construction, and capitalists, is well calculated to pro- 
mote the best advantage of both parties. The fact that the people on 
the line of a contemplated road are willing to furnish one-haif of the 
means requisite for construction, and to pledge this for an equal sum to 
complete the road, is sufl&cient evidence that in the opinion of such 
people, the construction of such work is justified by a prospective busi- 
ness. The interest they have in it also is a sufficient guarantee that its 
affairs will be carefully and prudently managed. The large amount 
paid in and at stake divests the project of all speculative features. Where 
the advantages and success are merely contingent, prudeni persons do 
not usually hazard large sums. The lender has, therefore, all the 
guarantees of safety, both fiom the character of the project and its 
prospective income and proper management. 

It is on this account that the credits furnished by municipal bodies 
for the construction of railroads should be resorted to only in extreme 
cases. Individuals making up the aggregate community may be in- 
duced to vote the credits of the latter in aid of a project, when they by 
no means could be induced to venture their own capital in its success. 
In this manner projects may be set afoot the consummation of which 
are not justified by these commercial and pecuniary considerations, 
which are the only safe guides of action in such cases. Railroads are 
purely commercial enterprises, and their construction should be made to 



340 



ANDREWS REPORT OX 



depend upon the same rules of conduct that control the building of 
ships, or the erection of manufacturing establishments. 

The safety of the securities offered to the public will be readily seen 
from a comparison of the earnings of our railroads with the sum necessary 
to meet the interest on the loans. Allowino; the sum borrowed to pqual 
$10,000 per mile, it would require from $600 to $700, according to the 
rates, annually, to meet the accruing interest. But the net earnings of 
our new projects more than treble this amount, leaving for dividends on 
stock a sum equal to double that paid on loans. That such will be the 
result, as far as our new and less expensive works are concerned, for 
some years to come, till a greater abundance of money shall have 
lowered the rates of interest, and the competition of new works shall 
have reduced the rates charged for persons and property, there cannot 
be a doubt. 

Below is given a table of the gross and net earnings of several of our 
new roads, and of the same class as those that are now coming into 
market for money : 



Roads. 



Total earnings, 
as per jast re- 
port. 



Net earnings. 



Per mile. 



*Cleveland and Columbus, 

Little Miami 

Columbus and Xenia . . . . 

Michigan Central 

Madison and Indianapolis 



P41,680 96 
■■487,815 89 

211,631 37 
1,100,043 00 

386,078 00 



p39,969 28 
297,457 57 
150,055 58 
461,364 80 
185,080 60 



$1,710 
3,541 

2,778 
2,116 
2,378 



* For six months only. 
Cost of Railroads in the United States. 

With the exception of those in the States of Massachusetts and New 
York, it is difficult to get at the exact cost of our roads. The com- 
panies within the States named are required by law to return to their 
legislatures the cost of their respective lines. To ascertain the cost of 
other roads, resort must be had to the published statements of their 
affairs. These statements, though generally to be rehed upon, are 
uniform neither in their character nor in the time at which they make 
their appearance ; and some of our largest companies make no exhibit 
of their affairs save to their own stockholders. 

It may be here stated that it is in the power of the general govern- 
ment to supply the lack of information which at present exists in refer- 
ence to our railroads, by requiring all companies with whom contracts 
are made for transportation of the mails to return to the Post Office 
Department full and accurate statements of their cost, income, debts, 
expenses, &c., &c. Such returns, made in a proper manner, would 
be exceedingly advantageous in many points of view. The}^ would 
show annually the extent to which these works are carried, their cost, 
income, expenditures, mode of conducting the various works, &c., &c. 
The returns of their business operations would afford a great amount 



COLONIAL AND LAKE TRADE. 341 

of useful information, in reference to the internal commerce of the coun- 
try, which could be obtained from no other sources. The great lack 
of correct statistical knowledge upon this subject is felt and acknowl- 
edged by all; and there seems to be no other mode of obtaining this 
correctly than by the one pointed out. The returns, too, by collecting 
all the existing information upon the subject of railroad management, 
could not fail to exert the most beneficial influence, by making public 
whatever is valuable in the experience of each company. 

The cost of our roads depends ver}^ much upon the character of the 
country through which they are built. Those in the New England 
States are the most expensive, not only from the greater difficulty 
of construction, but from the greater cost of right of way, land, &c. 
The general surface of the country is unfavorable. It becomes better 
adapted to these works on going south, though the roads of all the 
eastern States, as far south as Maryland, cost much higher, per mile, 
than those of the southern or western States. The difference in the cost 
between the roads of the two sections of the country is confined princi- 
pally to the items of grading, bridging, and lands. In the States of 
Indiana and Illinois, the cost of these items, upon long and important 
lines, will not often exceed $5,000 per mile; while in the eastern States 
the average for the same is four or five times greater. The Mississippi 
valley consists of an immense plain, presenting but a few obstacles to 
the easy construction of a railroad. The same may be said of the 
greater portion of the southern Atlantic and Gulf States. Throughout 
the country, except in the eastern States, the lands required for right of 
way, depots, and stations, are either given gratuitously, or are had at 
very low cost; the owmers being sufficiently remunerated in the inci- 
dental advantages resulting from these works. 

The average cost of the roads of the States of Maine, New Hamp- 
shire, Vermont, Massachusetts, Connecticut, Rhode Island, New York, 
New Jersey, Pennsylvania, and Maryland, is not far from $40,000 per 
mile. The cost of those of the States not enumerated is not far from 
$20,000 per mile. The average for the w^hole country will not exceed 
$30,000 per mile, including full equipment, and everything necessary 
for their efficient operation. This w^ould give for one road, completed 
and in progress, the follow^ing as the total cost : 

Roads completed, 12,8214 miles, at $30,000 per mile.. $384,630,000 
Roads in progress, 12,628J miles, at $20,000 per mile . 252,560,000 



Total 637,190,000 



It is believed that an extent of line equal to the whole number of 
miles now in operation will be completed within three years from the 
present time, at which period the cost of our roads will equal the above 
sum. 

The probable extent to which the construction of railroads will be 
ultimately increased in this country, is an interesting subject of specu- 
lation. At the present tinre they are very unequally distributed. In 
Massachusetts, for instance, we find one mile of railroad to every six 
square miles of territory. The same ratio applied to the area in which 



342 

these works are in progress, would give 183,000 miles of railroads 
against 26,000 miles, which is not far from the extent of line in opera- 
tion and progress at the present time. It would give to the State of 
Ohio nearly 7,000 miles, where there are not one-half of this number 
either in operation, in progress, or contemplated. It would give to 
Illinois 11,000 miles, and nearly the same amount to Virginia. Both 
of these States have not more than 4,000 miles in operation and pro- 
gress. 

There can be no reason why the State of Ohio should not, in time, 
and in fact as soon as they can be reasonably constructed, have the 
same number of miles of railroad, in proportion to its area, as Massa- 
chusetts; nor why the western States of Michigan, Indiana, Illinois, 
Wisconsin, Iowa, and Missouri should not have the same number of 
miles of railroad, their areas compared, as Ohio. They are equally 
well adapted to these works, and the same necessity exists for their 
construction in the former as in the latter. The only element wanting 
to secure a similar result is time, which will supply population, and 
develop their resources to an equal extent. There is no reason why 
railroads should not keep pace with the progress of the States in popu- 
lation and wealth, nor why, when they have reached the present posi- 
tion of Ohio, they should not boast an equal num^ber of miles of rail- 
road. 

The area of the States above named is equal to 400,000 square 
miles. To supply these with railroads, to the same extent that we 
now find in Ohio, including those in progress, would require 26,000 
miles of road. The same ratio that we find in Massachusetts would 
require more than 66,000 miles. Now, no one acquainted with the 
resources and wants of the southwestern States, and the character of 
their people, can doubt that, in time, an equal area will call for an equal 
extent of lines, and that the construction of these roads will proceed 
with equal pace with their population. 

The probable rapid expansion of these works is well shown by a 
comparison of Georgia with other southern States. In the former there 
are about one thousand miles of road in operation, all of which are lu- 
cratively employed. Nov/, the States of North Carohna, Alabama, 
Mississippi, Louisiana, Tennessee, and Kentucky will all compare fa- 
vorably with Georgia in population, in wealth, in extent, and in natural 
resources. Railroads are just as much needed by the former as by the 
latter. They v/ould cost no more per mile. They would pay equally 
well, and would accomplish as much in improving the condition of their 
people. But the aggregate length of line of all these States is not equal 
to the extent of railroad which we find in Georgia. Here, then, is a field 
where at least five thousand miles of railroad are shown to be needed, 
for no one can doubt that railroads in the States named will be equally 
as useful and productive as tliose of Georgia. 

But even Georgia is very poorly supplied with railroad facilities. 
Not one-half of her territory, and hardly one-half of her population, are 
within reach of them. A very large proportion of her products are 
wagoned, or sent down her rivers at great expense, to inconvenient 
markets. Her area is at least eight times greater than that of Massa- 
chusetts. The latter State has one mile of railroad to ever}^ six square 



COLONIAL AND LAKE TRADE. 



343 



miles of territory. The same ratio would give to Georgia 9,600 miles 
of railroad, equalling two-thirds the whole extent of lines in the United 
States, and to the States named, including Georgia, (embracing an area 
of 390,000 square miles,) more than 65,000 miles of railroad. There 
can be no doubt that, in the States named, ten thousand miles of rail- 
road are needed to meet the immediate commercial wants of the people, 
and that this extent of road would find lucrative employment. 

Tabular statement showing the number of miles of railroad in progress and 
in operation in the United States. 

MAINE. 



Roads. 



Miles in 
operation. 



Miles in 
progress. 



Androscoggin and Kennebec. . . 
Atlantic and St. Lawrence.. . . . . 

Buckfield branch 

Bangor and Piscataquis 

Kennebec and Portland 

Bath branch 

Portland, Saco, and Portsmouth. 

Calais and Baring 

Machias port 

York and Cumberland 

Androscoggin 

Penobscot and Kennebec 



Total , 



55 

121 

13 

12 

60 

9 

51 

6 

S 

10 

20 



365 



30 



43 
'55' 



128 



NEW HAMPSHIRE. 





71 

28 
35 
25 
14 
13 
26 
26 
82 
47 
25 
15 
54 
23 
16 


22 


Cocheco 






Concord 
















Manchester and Lawrence 




New Hampshire Central , 




Northern 




Portsmouth and Concord 




Sullivan 




Wilton , 




Cheshire 




Ashuelot 




Eastern , 




White Mountain - 


20 




Total 








500 


42 









344 



ANDREWS REPORT OIC 
VERMONT. 



Roads. 



Connecticut and Passumpsic River 

Rutland and Burlington 

Vermont Central 

Rutland and Washington 

Vermont Valley 

Benninffton branch 

Western Vermont 

Total. 




MASSACHUSETTS. 



Berkshire 

Boston and Lowell 

Boston and Maine ■ 

Boston and Providence 

Stoughton branch 

Boston and Worcester , 

Cape Cod branch 

Dorchester and Milton 

Eastern 

Essex (Salem to Lawrence) 

Fall River 

Fitchburg 

Fitch burg and Worcester 

Lowell and Lawrence 

Nashua and Lowell 

New Bedford and Taunton 

Newburyport , 

Norfolk County 

Old Colony (Boston to Plymouth). 

Petersboro' and Shirley , 

Pittsfield and N. Adams 

Providenc3 and Worcester , 

South Shore 

Stony Brook , 

Western (Boston to Albany) 

Worcester and Nashua , 

Vermont and Massachusetts , 

Housatonic branch 

South Reading branch 

Salem and Lowell 

Grand Junction , 

Harvard branch 

Lexington and West Cambridge. . . 

Connecticut River 

Troy and Greenfield 

South Reading branch , 

Charles River branch 

Stockbridge and Pittsfield 

Palmer and Amherst 



Total 



21 

28 

83 

53 

4 

69 

28 

3 

58 

21 

42 

67 

18 

13 

15 

33 

15 

26 

45 

23 

20 

44 

11 

13 

117 

46 

77 

11 

9 

17 

7 

1 

7 

52 



9 
'22' 



1,128 



COLONIAL AND LAKE TRADE. 
RHODE ISLAND. 



345 



Roads. 


Miles in 
operation. 


Miles in 
progress. 


Sfnninnrtnn * . 


50 




T^rnviH^npp T-Ta rfforH . and F'ishkill 


32 









Total 


50 


32 







CONNECTICUT. 



Hartford and New Haven 

Hartford, Providence, and Fishkill .... 
Housatonic 

Middletown branch , 

Naugatuck 

New Haven Canal 

New London, Willimantic, and Palmer, 

New London and New Haven 

New York and New Haven 

Norwich and Worcester 

Collinsville branch 

Air-line , 

Danbury and Norwalk 

Middletown branch 



Total. 




NEW YORK. 



Albany and Schenectady 

Albany and West Stockbridge... 

Attica and Buffalo 

Buffalo and Niagara Falls 

Cayuga and Susquehanna 

Hudson and Berkshire 

Hudson River 

Lewiston . 

Long Island 

New York and Erie , 

New York and Harlem 

Northern 

Oswego and Syracuse 

Rensselaer and Saratoga 

Rochester and Syracuse 

Saratoga and Washington 

Saratoga and Schenectady , 

Schenectady and Troy 

Skaneatelss and Jordan 

Syracuse and Utica 

Corning 

Buffalo and Rochester 

Troy and Greenbush 

Utica and Schenectady 

Watertown and Rome 

Albany and Northern 

Albany and Susquehanna 

Buffalo and State Line 

Buffalo and New York , 

Buffalo, Corning, and New York 

Canandaigua and Elmira , 

Plattsburg and Montreal 

Rochester and Niagara Falls. . . . 
Rutland and Washington 




346 



ANDREWS REPORT ON 

NEW YORK— Continued. 



Roads. 



Miles in 
operation. 



Sackett's Harbor and Ellisburg 

Troy and Boston , 

Canandaigua and Niagara Falls. . . . . 

Syracuse and Binghamton , 

Sodus Bay and Southern , 

Potsdam, Watertown, and Southern. 

Lake Ontario and Auburn 

Genesee Valley , 

Buffalo and Olean 

Lebanon Springs 



Total, 



32 



NEW JERSEY, 



Belvidere and Delaware 

Burlington and Mount Holly . . 

Camden and Amboy , 

Morris and Essex 

New Jersey 

New Jersey Central 

Trenton branch 

Union » , 

Total 




PENNSYLVANIA. 



Alleghany Portage 

Beaver Meadow 

Carbondale and Honesdale 

Columbia and Philadelphia 

Westchester branch 

Corning and Blossburg 

Cumberland Valley 

Hazleton and Lehigh 

Little Schuylkill 

Extension to Tamenend 

Mine Hill 

Mount Carbon 

Pennsylvania 

Philadelphia, Reading, and Pottsville 

Philadelphia and Norristown 

Germantown branch 

Philadelphia and Trenton 

Philadelphia, Wilmington, and Baltimore 

Schuylkill Valley 

Summit Hill and Mauch Chunk 

Whitehaven and Wilkesbarre , 

Williamsport and Elmira 

Franklin 

Dauphin and Susquehanna 

Strasburg 

Lykens Valley 

Nesquehoning 

Room Run 

Chester Valley 

Lehigh, Delaware, Schuylkill, and Susquehanna. 
Pine Grove 



36 
36 
24 
82 
9 
25 
52 
10 
20 



30 

7 

214 

92 

17 

6 
30 
98 
25 
25 
20 
21 
22 
16 

7 
16 

5 



COLONIAL AND LAKE TRADE. 

PENNSYLVANIA— Continued . 



347 



Roads. 



Miles in 
operation. 



Miles in 
progress. 



Beaver Meadow 

York and Cumberland 

Sunbury and Erie 

Lackawanna and Western 

Catawissa, Williamsport, and Erie. 

Delaware and Susquehanna 

Philadelphia and Westchester 

Pennsylvania Coal Company 

Hempfield 

Allegheny Valley 

Columbia branch 

Hanover branch 

York and Wrightsville 

Lancaster and Harrisburg 

Susquehanna 

Pittsburg and Steubenville 

Franklin Canal 

Northeast 



Total. 



12 
25 



50 



47 



26 
18 



1,215 



240 



93 

48 
25 



78 
180 



50 
42 



915 



DELAWARE. 



New Castle and Frenchtown 
Wilmington branch .... 



Total. 



16 



16 



11 



11 



MARYLAND. 



Annapolis and Elkridge 

Baltimore and Ohio 

Washington branch 

Frederick branch 

Baltimore and Susquehanna 

Westminster branch 

Total 




VIRGINIA. 



Richmond and Danville 


65 
22 
15 
50 


75 


Richmond and Petersburg , 




Clover Hill 




South Side ., 


60 


Manasses Gap 


75 


Petersburg and Roanoke. 


60 

80 

9 

32 

104 

50 

40 

76 

21 






Seaboard and Roanoke . 




Appomatox 




Winchester and Potomac , 




Virginia Central, including Blue Ridge 


75 


Virginia and Tennesee 


155 


Orange and Alexandria . .. .. .... 


50 


Richmond, Fredericksburg, and Potomac . 




Greenville and Roanoke 




Northwestern > 


120 








Total 


624 


610 







348 



ANDREWS REPORT ON 
NORTH CAROLINA. 



Roads. 


Miles in 
operation. 


Miles in 
prbgress. 




87 
162 








Nortli Carolina, Centra.! .••«••••••••••••••••••••.•...... •..•••••• 


223 






25 




Total 








249 


248 









SOUTH CAROLINA. 



South Carolina 

Greenville and Columbia. . . . 
Charlotte and South Carolina 

King's Mountain 

Laurens 

Spartanburg and Union 

Wilmington and Manchester 



Total. 




GEORGIA. 



Central 

Georgia 

Macon and Western 

Western and Atlantic 

Southwestern 

Rome branch 

Muscogee 

Atlanta and Westpoint 

Milledgeville 

Eaton and Milledgeville 

Wilkes county 

Athens branch 

Waynesboro ' 

Savannah and Pensacola (estimated) . 
Brunswick and Pensacola (estimated) 



Total , 



191 
175 

101 
140 
50 
20 
51 
52 
17 



39 
21 



857 



59 



21 
35 



20 

18 



50 
300 
300 



803 



FLORIDA. 



St. Mark's and Tallahassee. 




ALABAMA. 





88 
33 
40 






30 


Alabama and Tennessee •••••.....••••• ••••.. .....•••• 


160 


Alabama Central •• • . ••• ...............>....••..••.... 


50 


TVTpmnliiis anri f^hnrlpsitnn . .- .. . ....... 




281^ 
220 


Girard 










Total 


161 


741i 





COLONIAL AND LAKE TRADE. 
MISSISSIPPI 



349 



Roads. 



Raymond 

St. Francis and Woodville 

Vicksburg and Brandon 

Mobile and Ohio 

Mississippi Central 

Canton and Jackson 

New Orleans, Jackson, and Northern. 



Total. 



Miles in 
operation. 



7 
28 
60 



95 



Miles in 
progress. 



273 

180 

25 

400 



878 



LOUISIANA. 





6 

24 

6 

27 




Clinton anrl Port Hudson. ....................................... 




T.akp Pnntf harlrain 




IVTpTifan rj-nlf* . .. .... . ...... 












180 








Total 


63 


180 







*See Mississippi. 
TEXAS. 


Buffalo Bav Brazos, and Colorado .••••••••••••••••••••••••.••••• 




32 










TENNESSEE. 



Nashville and Chattanooga. . 
East Tennessee and Georgia , 
East Tennessee and Virginia , 
Winchester and HuntsviUe., 

Mobile and Ohio 

Nashville Southern 

McMinnville branch , 



105 

80 



Total. 



185 



54 

30 
130 

46 
119^ 
100 

30 



509| 



KENTUCKY, 



Frankfort and Lexington. 
Louisville and Frankfort. 
Maysville and Lexington. 
Covington and Lexington. 
Lexington and Danville . . 
Louisville and Nashville.. 

Mobile and Ohio 

Louisville and Nashville.. 

Shelbyville branch 

Henderson and Nashville. 



Total. 



29 
65 



94 



67 
97 
36 

180 
39 
95 
18 

130 

662 



350 



ANDREWS REPORT ON 
MISSOURI. 



Roads. 


Miles in 
operation. 


Miles in 
progress. 


Pacific 




315 


Hannibal and St. Joseph's 




200 




Total 










515 











OHIO. 



Cleveland and Columbus 

Columbus and Lake Erie 

Dayton and Springfield branch . 

Findlay branch 

Little Miami 

Mad river 

Sandusky and Mansfield 

Xenia and Columbus 

Bellefontaine and Indiana . . . . . 

Cincinnati and Marietta 

Cleveland and Pittsburg 

Cleveland N. and Toledo 

Cleveland P. and Ashtabula.,. . 

Columbus U. and Piqua , 

Cincinnati W. and Zanesville. , 

Cincinnati H. and Dayton 

Dayton and Western 

Greenville and Miami 

Hamilton and Eaton .......... 

Hillsboro' and Cincinnati 

Iron 



Junction 

Ohio and Indiana 

Ohio and Mississippi 

Ohio and Pennsylvania 

Ohio central 

Scioto a.nd Hocking valley 

Steubenville and Indiana 

Springfield, Mount Vernon, and Pittsburg. 
Dayton and Michigan 

Hudson and Akron branch 

Franklin and Warren branch 

Cincinnati and Dayton 

Carrolton branch 

Tuscarawas branch 



Total , 



135 
60 
24 
16 
84 

134 
56 
54 



100 
"72* 



60 
42 
20 
42 
37 
25 



134 
59 



1,154 



118 
265 



87 



102 
160 



11 



25 

110 

131 

20 

51 

82 

120 

150 

110 

140 

50 

30 

52 

20 

20 



1,854 



MICHIGAN. 



Central 




228 
133 

25 
8 

33 




Southern 




Pontiac • ...••....••....... . . • .. . 








Erie and Kalamazoo 






Total 






427 











COLONIAL AND LAKE TRADE. 
INDIANA. 



Roads. 



New Albany and Salem, with branch round Lake Michigan. 

JefFersonviile 

Madison and Indianopolis 

Shelbyville branch 

Rushville branch 

Knightstown branch 

Lawrenceburg and Indianopolis 

Indiana Central 

Nev/castle and Richmond 

Indianopolis and Bellefontaine 

Peru and Indianopolis 

Terre Haute and Indianopolis 

Evansville and Illinois 

Indiana Northern 

Ohio and Mississippi 

Lafayette and Indianopolis 

"Wabash Valley 



Total, 



Miles in 
operation. 



140 
66 
86 
16 
20 
27 



83 
22 i 
72" 
26 
135 



62 



755 i 



351 



Miles in 
progress. 



175 



90i 
72 
100 



170 

*2bo* 



931i 



ILLINOIS. 



Illinois Central 

Galena and Chicago 

Rock Island and Chicago. 
Central Mihtary Tract ^ . , 

Peoria and Oquawka 

Ohio and Mississippi 

Northern Cross , 

Sangamon and Morgan. . , 
Alton and Sangamon. ... 

Aurora branch 

St. Charles branch. . 
O'Fallon's Coal road .... 
Bellville and St, Louis. . , 
Terre Haute and Alton . . . 
Mississippi and Atlantic. 
St. Louis and Chicago . . 
Alton and Mt. Carmel . . 



Total 



92 
50 



54 
72 
13 

7 



296 



699 

35 

131 

125 

85 

145 

54 



75 



20 

165 

145 

75 

17 



1,771 



WISCONSIN. 



Milwaukie and Mississippi 


50 


150 


Fon du Lac and Rock Island Valley 


240 








Total 


50 


390 







352 



ANDREWS* REPORT ON 
RECAPITULATION. 



States. 



Maine 

New Hampshire. 

Vermont 

Massachusetts. . . 
Rhode Island ... 

Connecticut 

'New York 

New Jersey 

Pennsylvania.. . . 

Delaware 

Maryland 

Virginia 

North Carolina . . 
South Carolina.. 

Georgia 

Florida 

Alabama 

Mississippi 

Louisiana 

Texas 

Tennessee 

Kentucky 

Missouri 

Ohio 

Michigan 

Indiana 

Illinois 

Wisconsin 



Total. 



Miles in ope- 
ration. 



365 

514 

439 

1,128 

50 

630 

2,148| 

242 

1,215 

16 

433 

624 

247 

597 

857 

23 

161 

95 

63 



185 
94 



1,154 
427 
755 1 

296 
50 



12,8082 



Miles in pro- 
srress. 



128 
42 



79 
32 

189 

874 

85 

915 

11 

75 

610 

248 

193 

794 



64li 

878 
180 
32 
479 i 
663 
515 
1,854 



933 

1,771 

390 



12,612 



COLONIAL AND LAKE TRADE. 353 



PART Y. 



CANADA. 

Area in acres: Canada East, 128,659,684; Canada West, 31,745,535; 
total, 160,405,219 acres. Population in 1851, 1,842,265. 

The province of Canada, one of the most extensive, populous, and 
wealthy offshoots of a colonizing nation, has been justly termed "the 
brightest jewel in the Crown of England." Though stretching in longi- 
tude from the centre of the continent to the shores of Labrador, and in 
latitude from the waters which flow into the northern ocean to the par- 
allel of Pennsylvania, it derives its importance not so much from great 
area, diversity of climate, and productions, as from geographical and 
commercial position. 

From tide- water upon the St. Lawrence to Lake Superior, this prov- 
ince adjoins, and even penetrates, so as to divide, one of the most com- 
mercial as well as important agricultural portions of the United States. 
The shortest land-route between the heart of New York and Michigan 
is through the peninsula of Canada West, which embraces one-half the 
coast of the most commercial body of fresh water on the globe. 

The "diversity of production " Ascribed to Canada may at first ap- 
pear incorrect, inasmuch as the name is associated with the rigors of a 
northern climate. This mistaken idea originated in the fact that the 
eastern or historical portion of Canada is foremost in the mind — a part 
substituted for the whole ; while the western or modern section of the 
province is known only to actual visitors. The romantic narratives of 
Jacques Carter and Champlain, the early trials and struggles of the 
Jesuit Fathers, and of Frontenac, De Sales, and others of the old no- 
blesse of France, with the stirring incidents of the wars of the Algon- 
quins and Iroquois, have, to the great majority of the people of the 
United States, been the chief medium of information respecting this, 
England's most important colony. 

It ig true that in Eastern Canada there are extremes of climate un- 
known in the northwestern States. But it will be found that the mean 
temperature varies but little in the two regions. The intense cold of 
the winter makes a highway to the operations of the lumberman over 
and upon every lake and stream, while the earth and the germs of ve- 
getation are jealously guarded from the injurious effects of severe frost 
by a thick mantle of snow. The sudden transition from winter to sum- 
mer, melting the accumulations of ice and snow in every mountain 
stream, converts them into navigable rivers, downward, for bearing, in 
the cheapest and most expeditious manner, the fruits of the lumber- 
man's winter labor to its market on tide-water. The commencement of 
vegetation is delayed by the duration of the snow, but its maturity is 
reached about the same period as in the western country, because there 
23 



354 Andrews' report on 

has been a smaller loss of caloric during the winter, less retardation 
from a lingering spring, and more rapid growth from the constant action 
of a strong and steady summer heat. 

Whatever exceptions may be taken to the climate of Eastern Canada, 
it must be remembered that it embraces the greater portion of the white- 
pine-bearing zone of North America, the invaluable product of which 
can only be obtained by those conditions of climate, (the abundant ice 
and snow,) which have given it such imaginary terrors. There is 
scarcely one article or class of articles from any one country in the 
world which afibrds more outward freight, or employs more sea ton- 
nage, than the products of the forests of British North America. 

While these conditions of climate and production give necessarily a 
commercial and manufacturing character to the eastern province, the 
milder climate and more extensive plains of Western Canada afford a 
field for agriculture, horticulture, and pastoral pursuits unsurpassed in 
some respects by the most favored sections of the United States. The 
peninsula of Canada West, almost surrounded by many thousand square 
miles of unfrozen water, enjoys a climate as mild as that of Northern 
New York. The peach tree, unprotected, matures its fruit south and 
west of Ontario, while tobacco has been successfully cultivated for 
years on the peninsula between Lakes Erie and Huron. During the 
last two years. Western Canada has exported upwards of two millions 
of barrels of flour, and over three millions of bushels of wheat, and at 
the present moment the surplus stock on hand is greater than at any 
former period. There is probably no country where there is so much 
wheat grown, in proportion to the population and the area under culti- 
vation, as in that part of Canada west of Kingston. 

The commercial position of Canada West as a "portage" or "step- 
ping-stone" between the manufacturing and commercial States on the 
Atlantic and the agricultural and mineral ones of the northwest, is illus- 
trated by the Weliand canal, the Great Western, and the Ontario and 
Huron railways. 

Among the prominent features of Canada, her mihtary position is 
worthy of notice. She is the most northern power upon this continent; 
and in configuration upon the globe she presents a triangular form, the 
apex of which forms the extreme southing, and penetrates the United 
States frontier ; while the base is remote, and rests upon the icy regions 
of the north. 

Flanked by the inhospitable coast of Labrador upon the east, and 
by the almost inaccessible territories of the Hudson's Bay Company on 
the west, she can only be attacked "in front;" when, retiring into more 
than Scythian fastnesses on the Ottawa and Saguenay, and keeping up 
communication with the strong fortress of Quebec, she can maintain 
prolonged and powerful resistance against foreign hostile invaders. 

Viewing Canada as a whole, it may be described as a broad belt of 
country lying diagonally along the frontier of the United States, from 
northeast to southwest, from Maine to Michigan, and between the 42d 
and 49th parallels of north latitude. The great river St. Lawrence 
presents itself conspicuously as a leading feature in its physical geo- 
graphy, traversing, in a northeasterly course, the grand valley which it 
drains in its mighty career to the ocean. 



COLONIAL AND LAKE TRADE. 355 

The very beautiful map of the basin of the St. Lawrence hereunto 
appended, and prepared expressly for this report, by Thomas C. 
Keefer, esq., a civil engineer of high standing and eminent abilities, 
attached to the Canadian Board of Works, may be relied upon for its 
accuracy. 

An attentive consideration of this new and excellent map is respect- 
fully solicited. It presents many points of interest, exhibiting, as it 
does, at one view, the mighty St. Lawrence, the chain of "fresh water 
Mediterraneans," of which it is the outlet, and which are indeed a geo- 
graphical wonder, as also their position and relation to the States of^ 
the West, and the vast and fertile valley of the Mississippi, with the 
various outlets to the sea, of this valuable section of North America. 

COMMERCE OF CANADA. 

Before the close of the last century the commerce of Canada had 
reached a respectable position. The St. Lawrence was then the only 
outlet of Canada, and ako of that portion of the United States lying 
upon and between Lakes Ontario and Champlain; and the port of 
Quebec received indifferently American and Canadian produce for ex- 
portation to the West Indies and British North American colonies. 

Although Upper Canada then scarcely produced sufficient food to 
support her own im.migration, the lower province was already a large 
exporter of wheat, and continued so until the ravages of the Hessian 
ii}^ reduced her to her present position of an importer from the upper 
province. 

Mr. Keefer, in his Prize Essay upon the Canals of Canada, says : 

"A wise and liberal policy was adopted with regard to our exports 
previous to 1822. The products of either bank of the St. Lawrence 
w^ere indifferently exported to the sister colonies, as if of Canadian 
origin ; and those markets received not only our own, but a large share 
of American breadstuffs and provisions. Our timber was not only ad- 
mitted freely into the British markets, but excessive and almost pro- 
hibitory duties were imposed upon importations of this article from the 
Baltic, for the purpose of fostering Canadian trade and British ship- 
ping. The British market was closed, by prohibition, against our 
wheat until 1814, which was then only admitted when the price in 
England rose to about two dollars per bushel — a privilege in a great 
measure nugatory ; but the West Indies and lower provinces gave a 
sufficient demand so long as the free export of American produce was 
permitted by this route. As early as 1793, our exports of flour and 
wheat by the St. Lawrence were as high as 100,000 barrels, and rose 
in 1802 to 230,000 barrels. The Berlin and Milan decrees, and Eng- 
lish orders in council thereon, of 1807 ; President Jefferson's embargo 
of 1808, with increased duties levied upon Baltic timber, gave an im- 
pulse to the trade of the St. Lawrence, so that the tonnage arriving at 
Qnebec in 1810 was more than ten times greater than in 1800. The 
war of 1812 and 1815 naturally checked a commerce so much de- 
pendent upon the Americans ; and we therefore find but little increase 
of the tonnage arrived in 1820 over that of 1810. In 1822 the Canada 
Trade Acts of the imperial parhament, by imposing a duty upon Amer- 



356 Andrews' report on 

ican agricultural produce entering the British American colonies and 
the West Indies, destroyed one-half of the export trade of the St. Law- 
rence ; and the simultaneous abundance of the English harvest forbade 
our exports thither. 

" As a recompense for the damage done by the Trade Act of 1822, 
our flour and wheat, in 1825, were admitted into the United Kjngdom 
at a fixed duty of five shillings sterling per quarter. The opening of 
the Erie and Champlain canals at this critical juncture gave a perma- 
nent direction to those American exports which had before sought 
Quebec, and an amount of injury was inflicted upon the St. Lawrence, 
which would not have been reached had the British action of 1825 pre- 
ceded that of 1822. The accidental advantages resulting from the 
differences which arose between the United States and Britait), on the 
score of reciprocal navigation, (which differences led to the interdiction 
of the United States export trade to the West Indies, and reduced it 
from a value of $2,000,000, in 1826, to less than $2,000 in 1830,) re- 
stored for a time our ancient commerce. The trade of the St. Law- 
rence was also assisted by the readmission free in 1826 (after four 
years exclusion) of American timber and ashes for the British market, 
and by the reduction of the duty upon our flour for the West India 
market, and therefore rapidly recovered, and in 1830 far surpassed its 
position of 1820. 

"In 1831 there was a return to the policy which existed previous to 
1822. United States products of the forests and agriculture were ad- 
mitted into Canadayree, and could be exported thence as Canadian pro- 
duce to all countries, except the United Kingdom ; and an additional 
advantage was conferred by the imposition of a differential duty, in 
our favor, upon foreign lumber entering the West Indian and South 
American possessions. Our exports of flour and wheat by sea in that 
year were about 400,000 bushels — chiefl}^ to Britain, where a scarcity 
then existed, and for the first time exceeding the flour export of 1802. 
This amount, in consequence of a demand nearer home, and the ravages 
of the fly in Lower Canada, was not again exceeded until 1844. Be- 
tween 1832 and 1839 a scarcity and a great demand for breadstuffs 
arose in the United States, and the crops in England being unusually 
abundant between 1831 and 1836, the order of things in the St. Law- 
rence Avas reversed, so that in 1833 w^heat was shipped from Britain to 
Quebec. A farther supply came also from Archangel. These imports 
in 1835 and 1836 amounted to about 800,000 bushels. A similar 
demand in 1829 had turned our exportation of breadstuflfe inland to a 
very large amount ; yet, notwithstanding these fluctuations of our ex- 
ports, the shipping and commerce of the St. Lawrence rapidly increased 
in importance and value, with no continued relapse, down to the year 
1842. The revulsion in 1842 was general, being one of those periodical 
crises which affect commerce, but was aggravated in Canada by a re- 
petition of the measures of 1822, not confined this time to the provi- 
sion-trade only, but attacking the great staple of Quebec — timber. 
The duties on Baltic timber, in Britain, were reduced, the free impor- 
tation of American flour was stopped by the imposition of a duty 
thereon, and our trade with the West Indies annihilated by the reduc- 
tion of the duty upon American flour brought into those islands. By 



COLONIAL AND LAKE TRADE. 357 

imposing a duty of two shillings sterling per barrel upon American 
jQour imported into Canada, and reducing it in the West Indies from 
five to two shillings, an improvement equal to five shillings sterling per 
barrel was made in the new position of American flour exported from 
the Mississippi, Baltimore, and New York. The value of our trade 
with the West Indies in 1830 (during the exclusion of the Americans) 
amounted to $906,000 ; and in 1846, it was $4,000. 

"Our export to the lower provinces (Nova Scotia, New Brunswick, 
Cape Breton, &c.) was at its highest point in 1836, since which time it 
has fluctuated, but never reached its position of that year. It will be 
remembered that at that time the Americans were importing bread- 
stuffs, and could not, therefore, compete with Quebec in the supply of 
these provinces. The act of 1842 was nearly as destructive to our trade 
with the gulf provinces as with the West Indies; but since the opening 
of our canals, there is a marked increase in this trade. In 1841 (before 
the passing of the Gladstone act) our export trade with the lower prov- 
inces was worth $456,000 annually, which amount feflofF to $204,000 
in 1844. In 1845 the enlarged Welland and Beauharnois canals were 
opened, and since that period it has gradually recovered, so that, since 
the opening of the enlarged Lachine canal, it has exceeded its position 
of 1841, and is nov/ increasing every year. As the interruption of our 
trade with the West Indies by the Canada Trade Act in 1822 was 
followed in 1825 by the permanent admission of our breadstufFs into 
the British market, and by the concessions in 1826, so its second 
interruption, or rather destruction, in 1842, was succeeded in 1843 by 
the important privilege of exporting American wheat, received, under 
a comparatively nominal duty, as Canadian, without proof of origin, 
in the British market. This measure was a virtual premium of about 
six shillings sterling per quarter upon American exports to Britain 
through the St. Lav/rence ; but, inasmuch as it was an indirect blow 
at the English Corn Laws, it contained- — like abombshell — the elements, 
of its own destruction. This very partial measure rapidly swelled our 
exports of flour and wheat, so that in 1846 over half a million of 
barrels, and as many bushels, of these two staples were shipped from 
Canada by sea. 

" The injury threatened to the timber trade of the St. Lawrence by 
the act of 1842 was averted by the subsequent railway demand in 
England, so that our exports of this article have been greater since that 
period than before. 

"In 1846 steps were taken in the British legislature which led to 
the withdrawal of that preference which the St. Lawrence had so fit- 
fiilly enjo^^ed as the route for American exports to England ; and the 
new system came into full operation in 1849. The intermediate demand, 
resulting from the failure of the potato crop, has thrown much uncer- 
tainty upon the final tendency of this important change in our relations 
with the mother country ; and as a necessary consequence, the ancient 
system of ' ships, colonies, and commerce' has fallen to the ground. 
In 1847 the control of our customs was abandoned by the imperial 
legislature, and the last and most important measure, which has relieved 
us from the baneful effects of the British navigation laws, came into 
operation on the 1st of January, 1850." 



358 Andrews' report on 

It will thus be seen that previous to 1846 the colonial policy of the 
British government, although vacillating and contradictory, encouraged 
the sea-trade of Canada by affording a market for her productions, 
and discouraged exports inland to the United States. Likevv^ise, by 
imperial control over the colonial tariff, the mother country established 
differential duties against importations inland, thus throwing the sup- 
ply of Western Canada into the ports of Montreal and Quebec and the 
contraband dealers on the western frontier. 

Nearly the whole revenue from customs being collected in Lower 
Canada, although an equal and even greater consumption was claimed 
for the upper province, a controversy respecting the division of this 
revenue became annually more and more severe, with the increased 
population and demands of Canada West, and was the subject of fre- 
quent appeal to, and of adjustment by, the mother country. The in- 
surrection of the French population, and consequent suspension of the 
constitution of Lower Canada, was taken advantage of to bring about 
a legislative union of the two provinces, which accordingly took place 
in 1841, and put an end to the dispute about the division of the reve- 
nue. Perhaps the remembrance of this altercation had some influence 
upon the subsequent action of the Canadian legislature upon the sub- 
ject of differential duties. The imperial government formally aban- 
doned all control over the Canadian tariff in 1847, and, in their next 
session, the colonial legislature abolished the differential and prohibi- 
tory duties on imports inland ; thus placing the mother country in the 
same relative position as foreigners. The commercial interest of th.e 
lower province yielded to this policy from sympathy with the free- 
trade movements in England ; while it is probable that the western 
province supported the measure as a means of emancipation from the 
monopoly of their imports by Montreal and Quebec. 

The repeal (by the abohtion of the British Corn Laws) of all privi- 
leges in favor of Canadian breadstuffs in the British markets, the hos- 
tile tariff of the United States, and the trammelled condition of the St. 
Lawrence navigation, (yet unfreed from the restrictions of the British 
Navigation Laws,) fell heavily upon the Canadians. The scanty sup- 
ply of vessels in the St. Lawrence, (hitherto a "close borough," for 
British shipping only,) and the abundant supply of outward freights 
afforded by the timber coves of Quebec, had so enhanced all other 
freight outward, that nothing but the premium offered by the British 
Corn Laws made the route through the St. Lawrence more favorable 
than by New York, even with the burden of the United States tariff 
When, therefore, this premium was withdrawn, and the English mar- 
ket was no longer the most profitable, the exports of Canada West 
(the surplus-producing section of the province) turned toward New 
York. The proximity of this city to the wheat-exporting districts of 
Canada, and the facilities of exporting and importing in bond, by New 
York canal and other internal artificial avenues, produced such a di- 
version of Canadian exports of flour and wheat that the quantity so sent 
to New York in 1850 exceeded, largely, that exported by sea through 
the St. Lawrence. 

The following statement will show the relative export of Canadiaoj 
flour and wheat inland and by sea : 



COLONIAL AND LAKE TRADE. 359 

Flour and wheat exported from Canada in 1850 and 1851. 





1850. 


1851. 


Exported to and through — 


Flour. 


Wheat. 


Flour. 


Wheat. 




Barrels. 


Bushels. 


Barrels. 


Bushels. 


Buffalo 


19,244 

260,872 
32,999 
90,988 


66,001 
1,094,444 


10,860 

259,875 

30,609 

11,940 


101,655 




670.202 




18,195 


Lake Champlain 


192,918 


626 






Total exported inland 


404,103 

280,618 


1,353,363 

88,465 


313,284 
371,610 


790,678 
161,312 


^iToTitTpal and Onphpp. .............. 






684,721 


1,441,828 


684,894 

90,819 
90,992 


951,990 
562,695 


Decrease in inland export to United 
States 


Increase in sea export from Canada 






72,847 









The following statement shows the amount of Canadian flour and 
wheat imported, the amount bonded for exportation, and the amount 
entered for consumption at each port of entry : 





Total imported 1851. 


Total bonded 1851. 


Total duty paid 1851. 


Ports. 


Flour. 


Wheat. 


Flour. 


Wheat. 


Flour. 


Wheat. 




Barrels. 


Bushels. 


Barrels. 


Bushels. 


Barrels. 


Bushels. 


Buffalo 


10,860 
259,875 

30,609 
*11,940 


101,655 

670,202 

18,195 

626 


10,763 

258,657 
30,587 
11,940 


88,316 

661,409 

17,773 


97 

1,218 

22 


13,339 




8,793 




422 


Lake Champlain 


626 








At other ports 


313,284 

88 


790,678 
5,664 


311,947 


767,498 




1,337 

88 


23,180 
5,664 


1 






313,382 


796,342 


311,947 


767,498 


1,425 


28,844 



*From Canada return of exports. 

It will be seen that there is a decrease in the importation from Canada 
in 1851, and an increase in her exports by sea, which do not, with 
respect to wheat at least, counterbalance the deficiency of inland 
exports. As the Canadian wheat crop of 1851 exceeded that of any 
former year, the presumption is that the low prices which ruled during 
last year retained much of the surplus in the province. 

The fact, however, that, of the flour exported from Canada, the num- 
ber of barrels which were sent to the United States in 1850 exceeded 
the total exports by sea in that year, and that in 1851 this was reversed, 



360 



ANDREWS REPORT ON 



is very significant, considering that the Canadians are now trading upon 
equal terms with the United States in the markets of the mother coun- 
try and those of other foreign States. To elucidate this, I must refer 
to the 

INTERCOLONIAL TRADE. 

The export of flour from Canada, hy sea, to the British North Ameri- 
can colonies of Nova Scotia, New Brunswick, and Newfoundland, since 
1844, has been as follows : 

Barrels , 

1844 , 19,530 

1845 26,694 

1846 „ 35,152 

1847 66,195 

1848 65,834 

3849 79,492 

1850 , 140,872 

1851 „- 154,766 

The amount exported to these colonies, in bond, through New York 
and Boston, in 1851, was— 





Flcur. 


Wheat. 


New York o..^ »....»...».. .»,. 


Barrels. 
86,689 
4,590 


Bushels. 
6 79B 


Boston a... •••.•••.•.•«•••......•........*•......••. ..r 









Total 


91,279 


6 798' 







making the total exports to these colonies 246,039 barrels — ^an increase 
of over twelve-fold in eight years. 

The substitution of Canadian for American flour in the consumption 
of the '^' lower colonies" has been brought about by the opening of the 
ship-canals on the St. Lawrence, aided by a reciprocity arrangement 
between these colonies and Canada ; and because the exclusion of the 
latter from the American domestic market has forced Canadian flour 
through the St. Lawrence, to compete in the foreign markets of the 
United States. 

The articles of wheat and flour have been taken? for the sake of con- 
venience, to illustrate the export-trade of Canada, its direction and dis- 
tribution. The remarks above, however, apply to all other provisions 
of which she produces a surplus. 

In the import-trade, sugar, one of the leading articles of consump- 
tion, may be taken to illustrate a change as favorable to Canada as 
that in the export of flour. In 1849 the value of sugars imported from 
the United States was double that from the lower colonies. In 1851 
the value from the United States was $258,848, and from the colonies 
$269,300. In 1849 nearly one-half of the sugar was imported, inland, 
from and through the United States — the proportion being 5,152,000 



COLONIAL AND LAKE TRADE. 361 

pounds, out of the total importation of 11,613,000 pounds. In 1850 
the importation rose to 15,736,000 pounds, of which the United States 
furnished 5,522,000 pounds, or a little more than one-third. In 1851 
the number of pounds imported was 20,175,046, of which 5,640,000 
pounds were from the United States, and 5,880,000 pounds from the 
lower colonies. 

The imports of sugar into Canada in 1851 were: 

From British colonies $269,300 

" . United States 258,848 

" Other foreign countries 226,316 

" Great Britain ] 71,140 



925,604 



With respect to the route of importation, the inland import in 1849, 
as we have seen, nearly equalled that by sea ; but in 1851 the value of 
sugars imported by sea was $712,408, against $278,468 by inland 
routes. Canadian vessels load at the lake ports with breadstulFs and 
provisions, which they carry, without transhipment, to Halifax or St. 
John, Newfoundland, exchanging there for a return cargo of sugars, 
molasses, fish, and oils. This trade is, of course, confined to British 
vessels ; and as fish and other products of Nova Scotia and New Bruns- 
wick, and the flour, provisions, &c., of Canada, are exchanged duty- 
free, a direct free-trade between the maritime and agricultural districts 
of British North America is now in full operation, from which New- 
foundland only is excluded — the necessities of that government forbid- 
ding her from taking off the duty on Canada flour. Her fish and oil 
are therefore treated as foreign in the Canadian ports. 

The subjoined statement shows the progressive imports into Canada 
of sugars from the British North American colonies : 

1849 X28,716 $114,864 

1850 51,317 205,268 

1851 67,325 269,300 

It appears from the foregoing that the commerce of Canada is at 
present in a state of transition. No certain predictions can now be 
offered to show how far her efforts at commercial independence will be 
successful, or what influence she may be enabled to exert over the gen- 
eral commerce of the western lakes and adjoining districts. A short 
review of her position and resources will be the best mode of present- 
ing this question. 

THE COMMERCIAL PORTS OF CANADA. 

Quebec. — In latitude 46^ 48' north, longitude 71° 12' west. Popula- 
tion in 1851, 42,052. 

Quebec is the most ancient, as well as the most important, port of 
Canada, and embraces the outports of Gaspe, New Carhsle, the Mag- 
dalen Islands, and several in the river below Quebec. The province 
of Canada extends eastward to the Straits of Belle-Isle, embracing the 



362 Andrews' report on 

island of St. Paul, (between Newfoundland and Cape Breton,) the 
Magdalen islands, the Bird rocks, and Anticosti. In the Magdalens a 
sub-collector is stationed, who reported some $226,000 worth of ex- 
ports in 1848; but no return of imports is taken, and no duties, appa- 
renll}^, arc levied. The other islands are occupied only for light-houses 
and relief stations. 

The harbor of Quebec is not unlike that of New York — the island 
of Orleans serving as a barrier from a northeast sea, and, like Long 
Island, affording two channels of approach. A frontage of about fifteen 
miles on both sides of the river not only affords the necessary wharves, 
but coves of sufficient magnitude to float some thirty to forly millions of 
cubic feet of timber, about eighty millions of superficial feet of deals, 
besides staves, lathwood, &c. A fresh water tide, rising eighteen feet 
at "springs," offers no impediment to the shipment of timber, the great 
business of the port, the vessels so engaged being anchored in the 
stream, (which affords good holding-ground,) where their cargoes are 
floated to them at every tide. The tide extends ninety miles above 
Quebec, and the water does not become perfectly salt until an equal 
distance is reached below; thus there is a fresh-water tide of one hun- 
dred and eighty miles beyond the salt water, and sea navigation to 
Montreal, ninety miles farther, or two hundred and seventy miles from 
salt w^ater. The river navigation may be said to terminate about one 
hundred and fifty miles below Quebec, (where pilots are first taken,) 
but the combined gulf and river navigation extends upwards of seven 
hundred miles before we reach the Atlantic, with which it has no less 
than three connexions. The most northern of these — the straits of 
Belle-Isle — is in navigable order about five months, and affords a pas- 
sage to Liverpool more than two hundred miles shorter than the route 
by Cape Race, making the distance from Quebec more than four hun- 
dred miles shorter than from New York. By using this passage the 
navigable route between the foot of Lake Ontario and any port in 
Britain is as short as that from New York harbor to the same port. 
The middle channel, by which the Atlantic is reached, is about fift}' 
miles wide, and contains St. Paul's island, which, with its two light- 
houses, affords an excellent point of departure. By this channel Que- 
bec is brought nearer to any port in Europe, Africa, or the Indian 
ocean, than New York. The southern passage is known b}^ the name 
of the Gut of Canso, and is invaluable to the fishing, coasting, and 
West India trade. 

The gulf of and river St. Lawrence have been most elaborately 
surveyed by the accurate and accomplished Captain Bayfield, Royal 
navy, an inspection of whose charts is indispensable to a correct appre- 
ciation of the commercial qualities of this navigation. The exclusive 
monopoly by British ships of this route hitherto, the buoyant character 
of the cargo — timber, the ignorance of the masters, and excesses of the 
men, have been more fruitful causes of disaster than the natural con- 
tingencies of the route. Heretofore, in many instances, old and un- 
serviceable vessels, commanded by men whose pay was less than that 
of a good mechanic, were sent out in September for a cargo of timber. 
A month of dissipation in Quebec sent the crew to sea diminished in 
numbers b}^ desertion, with weakened physical powers, and insufficient 



COLONIAL AND LAKE TRADE. 



363 



clothing. When, therefore, the cold November blasts in the gulf were 
encountered, for want of ordinary exertions, strength, and intelligence, 
the vessel went ashore. Notwithstanding, considering that over half a 
million of tons of shij)ping annually enter the St. Lawrence, it will be 
found that the per-centage of losses has been no greater than that of the 
British and Irish channels, or the keys of Florida.* 

The tonnage inward and outward, by sea, from Quebec and Mon- 
treal, for 1851, with the number of disasters within the gulf and 
river, w^as as follows : 





INWARD. 


OUTWARD. 


TOTAL. 




Ports. 


> 

o 
6 




1 


CO 

> 
o 
6 

l2i 






03 

0) 

> 
6 




c 

o 
^ 


O 

t-t 

m 

s 


Quebec 

Montreal 


1,305 
231 


533,821 
55,660 


17,765 
2,181 


1,394 
195 


586,093 
37,568 


19,300 
1,540 


2,699 
426 


1,119,914 

93,228 


37,065 
3,721 


11 


Total 


1,536 


589,481 


19,946 


1,589 


623,661 


20,840 


3,125 


1,213,142 


40,786 


11 



The disasters at Key West, for the same year, were about fifty in 
number, and on the upper St. Lawrence, between Lake Superior 
and Montreal, two hundred and sixty-three ; where, says the reporter, 
"five steamers, three propellers, and thirty-seven sailing vessels went 
out of existence entirely." 

Six hundred and eighty-eight sailing vessels, numbering 125,726 
tons, and four steamers, giving 1,462 tons, form the list of wrecks of 
vessels belonging to the United Kingdom for 1850. 

Such an extent of land-locked navigation as the St. Lawrence pre- 
sents between the pilot-ground (near the Saguenay) and the Atlantic 
would be, in thick weather, or snow storms, considered hazardous, 
were it not for the great width of beating-ground, (nowhere less than 
twenty-five miles, and averaging over fifty,) the absence of ail shoals 
or reefs in or near the channel, and the admirable soundings displayed 
by the charts. 

The trend of the Atlantic coasts of Newfoundland and Cape Breton 
converge upon St. Paul's island, a lofty and picturesque rock, for 
w^hich a vessel may stand bold in a fog. Inside of St. Paul's a bank, 
with sixty fathoms, leads, by a direct line on its outer edge, clearing 
Anticosti, into the chops of the St. Lawrence ; northward of this 
line is deep water ; southward, regular soundings ; so that, in thicii or 
foggy weather, the lead is an unerring guide. On entering the river 
the south shore gives uniform soundings all the way to the pilot-ground, 
the water shoaling so regularly that a vessel may at any point deter- 
mine her distance from the shore within a mile by the lead alone, 
w^hile at all points she may approach this shore within this distance. 

*See Part X for statements Of timber trade, and toimage employed. 



364 ANDREWS' REPORT ON 

The admirable position of Pointe des Monts, (with a light-house one 
hundred feet above the water,) projecting with a bold shore several 
miles from the general trend of the north shore, forms, with its anchor- 
age on both sides, a common point of departure for inward and out- 
ward-bound vessels. 

The recent application of steam to ocean commerce greatly en- 
hances the value of this navigation ; particularly with reference to com- 
munication with Britain, the great centre of European steam navigation 
and commerce. The two great drawbacks to ocean steam navigation 
are, the quantity of fuel which must be carried and the resistance 
which a heavy sea offers to progress whether the wind be fair or foul. 
On the St. Lawrence route these are reduced to a minimum. The 
distance from the coast of Ireland to St. John, Newfoundland, or to 
the straits of Belle-Isle, is under 1,700 miles ; and coal is found in 
abundance, and of excellent steaming qualities, at several points in 
the Gulf of St. Lawrence. The remainder of the voyage to Quebec 
will be made in comparatively smooth water, as the steamer will run 
under the shelter of either shore, according to the direction of the 
wind. 

This notice of the position of the port of Quebec with reference to 
steam navigation with Europe has been deemed essential at this time, 
inasmuch as the government of Canada are now receiving proposals for 
the establishment of a line of screw-steamers to ply upon this route 
during the season of navigation, and to communicate with the terminus 
of the railroads from Canada, at Portland, for the present, and Halifax 
as soon as the scheme of a grand intercolonial railway from Quebec 
to Halifax shall have been carried out. 

It may now be proper to allude to the inducements which lead to this 
course — in other words, to the 

SEA-TRADE OF CANADA. 

The great staple of Quebec is timber, and hitherto her trade has 
been chiefly confined to this staple, Montreal being the point where 
the agricultural exports of the upper province are exchanged for the 
supplies of foreign goods required for the same districts. The timber 
is chiefly supplied by the Ottowa river, (which, with its numerous and 
important tributaries, drains an area of over ten thousand square miles 
of the finest pine-bearing land,) and also from the north shore of Lake 
Ontario, which is drained by a remarkable chain of lakes emptying 
through the rivers Otonabee and Trent, into the Bay of Quinte, (thus 
escaping the open water of Ontario,) from which the rafts are floated 
to Quebec. Thus, by the simple and inexpensive process of rafting, 
timber is borne by the current, at a cost of three or four cents per cubic 
foot, to Quebec, from a distance of six hundred miles — even from the 
lands drained by Hudson's bay and Lake Huron. The annual supply 
varies with the export, but seems capable of almost inimitable exten- 
sion. In 1846 the supply of square timber exceeded thirty-seven 
millions of cubic feet; that of sawed deals, sixty millions of feet, board 
measure ; besides some fifty thousand tons of staves, lath-w^ood, &c. ; 
the whole (at the usual rate of forty cubic feet to the ton) amounting to 



COLONIAL AND LAKE TRADE. 



365 



one million six hundred and fifty thousand tons, and worth, at the 
ruhng prices of that year, between five and six milHons of dollars. 
Reducing the cubic to superficial measure, for the sake of comparison 
with Albany and Bangor, the supply of square timber and deals 
(exclusive of staves, lath-wood, &c.) brought to Quebec in that year 
exceeded five hundred millions of feet. The stock wintered over ex- 
ceeded twenty-one millions of cubic feet of timber, and the export 
twenty-four and a quarter millions, loading some thirteen or fourteen 
hundred vessels, of an aggregate tonnage of over half a million. 

The following shows the number and tonnage of vessels inward 
and outward in Quebec, with the export of white-pine timber, (the 
leading article,) for the last eight years : 



Year. 



Tons. 



Vessels. 



Tons. 



EXPORT OF 
WHITE PINE. 



Cubic feet. 



1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 



,232 

,489 
,480 
,210 
,188 
,184 
,196 
,305 



451,142 
576,541 
568,225 
479,124 
452,436 
465,088 
465,804 
533,821 



1,239 
1,499 
1,467 
1,215 
1,194 
1,243 
1,275 
1,394 



453,894 
584,540 
572,373 
489,817 
457,430 
481,227 
494,021 
586,093 



11,950,438 
15,828,880 
14,392,220 
9,626,440 
10,709,680 
11,621,920 
13,040,520 
15,941,600 



The greatest number of ships outward in any year previous to 1851 
was in 1845, when 1,499 cleared out, with a tonnage of 584,540. In 
1851 the number of vessels outward is less, but the tonnage is greater, 
than that of any former year. It must be remembered that, since 
1845, the duty upon Baltic timber in Britain has been reduced. 

The value of exports from Quebec depends upon the market price 
of timber, which ranges nearly one hundred per cent. It was greatest 
in 1845, when the price of timber was highest, although the tonnage 
outward, which is the true measure of the commerce, was less than in 
1851. The progress of the imports is an index of the prosperity of 
the port, as the articles are general merchandise, which do not fluctuate 
as much in value as the exports. 

The following is a statement of imports for a series of years at the 
port of Quebec : 

1841 £217,917 $871,668 

1842 216,670 866,680 

1843 402,227 1,608,908 

1844. 655,869 2,623,476 

1845 712,398 2,849,592 

1846 750,983 3,003,932 

1847 796,917 3,187,668 

1848 574,208 2,296,832 

1849 438,673 1,754,692 

1850 686,441 2,745,764 

1851 _ 833,904 3,335,616 



366 



ANDREWS REPORT ON 



The progress of exports inland, which for 1851 includes transit 
o;oods for United States, is shown as follows : 



Year. 



By sea. 



Inland, 



Total exports 



1849 
1850 
1851 



$4,833,872 
5,027,180 
5,621,988 



$130,988 
162,912 

755,588 



cf 1,241, 21 5 
1,297,523 
2,594,394 



$4,964,860 
5,190,092 
6,377,576 



The imports of 1851 are exclusive of railway and other iron, im- 
ported in transitu, for western States, valued at $750,000. 

The imports at Quebec in 1851 greatly exceed those of any former 
year, and the whole business of the port, import and export, for the 
past year, probably equalled its best ones when under the protective 
policy of the mother coiintr}^. 

In order, however, to present the sea-trade of Canada, it becomes 
necessary to treat Quebec and Montreal as one port. The value of the 
exports of Quebec is generally more than double those of Montreal, 
while the imports of the latter are double those of Quebec. This latter 
difference is sensibly lessening in favor of Quebec, as that city is now 
becoming the point of transhipment for goods in transit to Avestern 
States, which will relatively greatly increase the value of her imports ; 
while, as she will always be the timber mart, no corresponding decline 
of her exports is to be anticipated. Ships of the largest burden are 
brought up to Quebec by the tide, but the approach to Montreal is 
limited by the shallowness of water in Lake St. Peter, giving at low 
water onty thirteen feet, and is burdened with a towage against the 
current of the river. The work of deepening Lake St. Peter is now in 
progress, with fair prospects of success, and in another year or two 
vessels drawing 'fifteen feet water may come to Montreal. 

Vessels loading at Montreal are frequently obliged to lighter a por- 
tion of their cargo through the lake, and axe, therefore, re-cleared at 
Quebec. Again, imports in the large ships which stop at Quebec are 
lightered up to Montreal; thus rendering it almost impossible to sepa- 
rate the commerce of the two ports. 

Again, by means of the ship-canals, the inland lake and river ports 
of Canada carry on a direct trade b}^ sea ; and, although the regulations 
require their exports to be reported at tide-water, their direct imports 
are not noticed at Montreal or Quebec, but are passed up under a 
"frontier bond," and entered at the port of destination. 

In the following statement the imports in transit for the United 
States and those under frontier bond for Upper Canada ports are in- 
cluded : 



COLONIAL AND LAKE TRADE. . 367 

I 

•Grass trade of ports of Montreal and Quebec. — Imports and ex-ports, 1851. 



Imports at Quebec 

Imports at Montreal 

Imports direct per inland ports, 
not reported elsewhere 

Total imports at and through 
Montreal and Quebec 



$4,091,204 
9,177,164 

3,144,316 



16,412,684 



Exports from Quebec |$5, 623,988 



Exports from Montreal 
Exports from inland ports di- 
rect, not reported elsewhere . 

Total exports by sea and inland 
navigation 



2,503y916 
4,512 



8,132,416 



which makes the gross value of the export and import trade of Mon- 
treal and Quebec for 1851 amount to $24,545,100. ' 

Ship-huilding. 

There are in Quebec about twenty-fivp ship-building establishments, 
and eight or ten floating docks, capable of receiving largest-class ves- 
sels. The class of vessels built range from 500 to 1,500 tons and up- 
wards, and there has been lately established a resident " Lloyd's sur- 
ve^^or," to inspect and class the ships. 

The average cost is as follows : 

Hull and spars S22 to $30 per ton. 

Complete for sea 32 to 40 " 

The number built were, in 



1848, 24 square-rigged, 18,687 tons,] 

1849, 28 " " 23,828 " ' 

J 



1850, 32 

1851, 40 



29,184 
38,909 



Total tons. 

f 19,909 

and smaller craft, j 24,396 

making, in all 1 30,387 

40,567 



Trade and tonnage. 



The tonnage cleared outward to the lower colonies was : 



Year. 


Quebec. 


Montreal. 


Total. 


1851 


10,021 

12,588 


8,524 
9,819 


18 545 


1850 


29 407 







The value of exports to the colonies by sea, and via the United 
States, and imports therefrom, has progressed as follows : 



Year. 


Exported by sea. 


Exported in bond, 
via the U. S. 


Total value of 
exports. 


Total value of 
imports. 


1849 


$116,581 
202,194 
241,791 


$32,3.59 

58,487 
119,353 


$148,940 
260,681 
361,144 


$48,917 
96,404 


1850 


1851 


124,350 







368 



ANDREWS REPORT ON 



The following is a summary statement of the sea and inland trade 
of Canada, contracted for 1851: 



IMPORTS. 


EXPORTS. 


Total imports. 


Total exports. 


Sea. 


Inland. 


Sea. 


Inland. 




$15,324,348 


$8,681,680 


$8,081,840 


$3,259,888 


$24,006,028 


$11,341,728 



Inland exports, 83,259,888 ; imports, $8,681,680. Total, $] 1,941 ,568 
Sea exports, $8,081,840 ; imports, $] 5,324,348. Total, $23,406,188 

The exports inland are taken from the imports at United States cus- 
tom houses. This makes thft reported value of the sea nearly double 
that of the inland trade, and makes the gross trade of Canada, or the 
value of her exports and imports for 1851, amount to $35,347,756, of 
which $24,000,000 are imports, and only $11,000,000 exports. In the 
exports there should be included the value of ships built for sale at 
Quebec, at least $1,000,000 more in 1851, and for undervaluation of 
exports inland a much larger sum ; so that a full estimate of the gross 
trade of Canada for 1851 will not fall short of a value of forty mil- 
lions of dollars. 

The pubhshed Canadian returns for 1850 contain no statement, 
either of imports in transitu for the United States, or those which pass 
up under frontier bond. There are, therefore, no means of comparing 
the above statement with former years. It has been shown heretofore 
that, in the staple of wheat and flour, there has been a marked gain 
by the sea at the expense of the inland trade ; yet the importation 
inland has sensibly increased over that of 1850. 

The imports entered at inland ports, compared with those entered at 
Montreal and Quebec, were as follows : 



Ports. 


1849. 


1850. 


1851. 


Montreal and Quebec 


$6,523,232 
5,491,336 


$8,931,868 
8,050,200 


$12,552,780 
10,697,660 


Inland ports ...... ....... ••..,.••...... 






Total 


12,013,568 


16,982,068 


23,250,440 





The value of imports from the colonies and "other foreign countries" 
was as follows : 



Year. 


Colonies. 


Other foreign 
countries. 


Total. 


1849 


$195,668 
385,616 
497,400 


$167,296 
365,216 
939,976 


$362,964 
750,832 


1850 


1851 


1,437,376 







1851. 


47 vessels. 


35 


do. 


21 


do.. 


8 


do. 


3 


do. 


2 


do. 


1 


do. 





do. 





do. 



COLONIAL AND LAKE TRADE. 369 

Much of the imports returned as "from other foreign countries " is 
made through the British North American colonies. The rapid increase 
of the former is, in a great measure, due to the trade with the latter. 
Sugars. &c., the growth of the Spanish West Indies, purchased in 
Halifax, are reported from "other foreign countries," in order to pass 
the lower invoice. 

The arrival of foreign vessels at Quebec in 1850 and 1851, the only- 
two years in which they have been permitted to carry to England, has 
been as follows : 

1850. 

Norway 45 vessels. 

United States 24 do. 

Prussia 19 do. 

Russia 3 do. 

Sweden 1 do. • 

Mecklenburg do. 

Hanover 2 do. 

Portugal 1 do. 

Holland 1 do. 

96 do., 117 do., 

(making 37,554 tons.) (making 50,716 tons.) 

The abundance of freight in the shape of lumber at Quebec, guar- 
anteeing a full cargo outward to every vessel entering the port, must 
produce its effect on inward freights. More than three-fourths of the 
inward tonnage are now empty; but in railroad iron, salt, and coal, the 
imports are rapidly^ increasing since the completion of the canals has 
let down lake vessels to carry these articles inland. The present regu- 
lations prevent American vessels from descending below Montreal, and 
are injurious to this commerce. 

Port of Montreal. 

Latitude 45^ 31' north, longitude 73° 35' west; population in 1851,, 
57,715. 

This city, at the head of sea navigation proper, is the most popu- 
lous in British North America. Although not accessible (like Quebec) 
to the largest class of shipping, its position (or a varied and extensive 
commerce is more commandina:, inasmuch as it is the centre of a more 
fertile area, more numerous approaches, and possesses within itself 
every requisite for the support of a large population. 

Montreal is picturesquely situated at the foot of the " Ro3^ai moun- 
tain," from which it takes its name, upon a large island, at the conflu- 
ence of the Ottawa and St. Lawrence, vv^hich, both in fertility and cul- 
tivation, is justly considered the garden of Canada East. 

The main branch of the Ottawa, which is the timber highway to 

Quebec, passes north of Montreal island, and enters the St. Lawrence 

about eighteen miles below the city^ About one-third of its waters are, 

however, discharged into Lake vSt. Louis, and joining, but not ming- 

24 



370 Andrews' report on 

ling, at Caughnawaga, the two distinct bodies pass over 'the Sault St. 
Louis and the Norman rapids — the dark waters of the Ottawa washing 
the quays of Montreal, while the blue St. Lawrence occupies the other 
shore ; nor do they lose their distinctive character until they are several 
■miles belov7 Montreal. 

The quays of Montreal are unsurpassed by those of any city in 
America : built of sohd limestone, and uniting with the locks and cut- 
stone wharves of the Lachine canal, they present, for several miles, a 
display of continous masonry which has few parallels. Like the levees 
of the Ohio and Mississippi, no unsightly waiehouses disfigure the 
river-side. A broad terrace, faced with gray limestone, the parapets 
of which are surmounted w^ith a substantial iron railing, divides the 
city from the river throughout its whole extent. 

This arrangement, as well as the substantial character of the quays, 
is a virtue of necessity, arising from remarkable local phenomena. 
Montreal being the terminus erf man}^ miles of broken water, embracing 
the rapids of the St. Lawrence, an extraordinary quantity of "anchor" 
and " bondage" ice is brought down on the approach of winter, which 
is first arrested at the delta entering Lake St. Peter, forty miles below 
the city. The surface here, being covered by arrested ice, is quickly 
solidified, against which the ceaseless flood of coming ice is checked, 
drawn under, and finally arrested, until the whole river, for a distance 
of fifty miles, or more, is filled with ice, (as logs fill the boom in a mill- 
pond,) but packed, and jammed, and forced under, so as to occupy a 
considerable portion of the water-way of the river, which thereupon 
commences to rise in order to increase its area of discharge. The 
winter level of water in Montreal harbor remains permanently at 
a point some ten or fifteen feet above the summer one, covering the 
wharves, which are invisible until the departure of the ice. When the 
river has become sufficiently elevated to secure a passage for its waters, 
the floating masses on its surface are firmly bound together, presenting 
the rugged aspect of a quarry ; and, after several convulsive throes, the 
surface attains a state oi rest. The advent of spring again breaks the 
calm, when, after some magnificent displays of liydraulic pressure, 
the ice departs eji masse, and in twenty-four hours the navigation is re- 
sumed. 

It is while settling to rest for the winter, and when " waking up" on 
the approach of spring, that the majestic phenomenon of an "ice-shove" 
is seen. During the elevation of tlie vast volume of the St. Lawrence 
some ten or fifteen feet and its return again to its bed, momentary ar- 
restations of both floating and submerged ice take place, when the river 
above instantly rises until a " head" of water is accumulated which is 
fearfully irresistible. The solid crust of ice on the surface, two or 
three feet in thickness, is summarily and suddenly lifted and forced 
right and leli: ; a field of ice, perhaps of several square miles in area, is 
set in motion, and, crushing agahist the unyielding quays, is forced up- 
ward, until it is piled " mountains high" on the terrace in front of the 
city. No warehouses can be erected on the water's edge without first 
placing an effectual barrier between them and the moving ice ; and no 
craft of any description can be laid up for the winter in this harbor, 



COLONIAL AND LAKE TRADE. 



371 



which present the unique spectacle of a thriving seaport, in which, for 
nearly five months, not a spar is to be seen. 

Montreal occupies the centre of an extensive plain, cut in ever}^ di- 
rection by the St. Lawrence and Ottawa, with their tributaries, form- 
ing several large and fertile islands contiguous to the main one occupied 
by the city. This plain, although nearly one thousand miles by the 
river from the Alantic, is scarcely elevated one hundred feet above 
tide- water, and, in the words of the provincial geologist, " constitutes 
the valley proper of the St. Lawrence, occupying a breadth of forty 
miles ; the nature of the materials of which it is composed (a deep and 
highly levigated deposite of argillaceous, arenaceous, and calcareous 
matter) rendering it impossible to conceive of a region more fitted for 
the purposes of agriculture." 

The sea tonnage of the port of Montreal was — 





Year. 


INWARD. 


OUTWARD. 




Number. 


Tons. 


Men. 


Number. 


Tons. 


Men. 


1850 


211 
231 


46,156 
55,660 


1,944 

2,181 


207 
245 


45,954 
56,998 


1,914 


1851 


2,254 



The aggregate tonnage at Montreal and Quebec is greater than the 
w^hole tonnage outward by sea, because vessels partly laden at Mon- 
treal are recleared at Quebec. The above return refers only to ves- 
sels from and to sea. 

The tonnage of the port, registered under the imperial act, com- 
prises 185 vessels, making 20,000 tons. 

The progressive value of imports and duties collected is — 



Year. 


Imports. 


Duties. 


1848 


1^5,925,672 
6,183,892 
7,172,792 
9,179,224 


$561,916 

767 4n4 


1849 


1850 


1,032,636 
1,256,760 


1851 





A new tariff came into operation on the 25th of April, 1849, in- 
creasing the duties an average of about thirty per cent, on former 
rates. 

The progressive exports have been — 



Year. 


By sea. 


Inland. 


Total. 


1848 


^,1,288,244 
1,610,944 
1,768,644 
2,231,500 


$44,496 
90,016 
89,560 

272,416 


$1,332,740 
1,700,960 
1,858,204 
2,503;916 


1849 


1850 


1851 





372 ANDREWS* REPORT ON 

The mode of keeping the provincial returns does not do justice either 
to the exports or imports of Montreal. Imports landed here for Toronto, 
Hamilton, and other inland ports, are not entered, but pass up under 
"frontier bond," and are scattered over the inland ports. No aggregate 
accounts of these are pubhshcd, and their value can only be ascer- 
tained at inland ports. The nominal value passed up under these 
" frontier bonds," as given at Montreal for 1851, was $1,805,140. At 
Quebec, the value of transit goods, both for foreign and domestic ex- 
port, is not ascertained. 

The exports do not include produce hghtered over the bar in Lake 
St. Peter, or the cargoes oi foreign vessels which must clear outward 
from Quebec. Fifty-three thousand barrels of flour, shipped at Mon- 
treal, are therefore included in the exports from Quebec for 1851. The 
total value thus taken from Montreal tor 1851 was $379,132. 

The following are the countries imported from : 

Great Britain $7,358,989 

United States 1,081,372 

Bruish North American colonies 252,292 

Other foreign States, viz : West Indies, France, Portugal, 
Spain, Belgium, Holland, Sicily, Spanish West Indies, 
and ChinaT 484,512 

Total 9, 177,164 



The trade between Montreal and the lower colonies is shown by 
the following statement of the value of imports and exports, and num- 
ber of barrels of flour sent in : 



Year. 


Total value of 
imports. 


Total value of 
exports. 


No. ofbbls.of 
flour exported. 


Remarks. 


1849.... 

1850 

1851.... 


$129,748 
236,864 
258,200 


0177,448 

'435,736 

480,728 


35,082 
77,461 
90,089 


2,621 in foreign vessels, and 
therefore cleared from Quebec. 



The exports for 1851, being all cleared outward, are much greater 
than in any former year; but the imports of 1843 and 1844 were 
greater, because at that time all imports for Upper Canada were 
entered inward at Montreal, but, since the opening of the St. Lawrence 
canals, a great portion of these pass upwards, and are credited to the 
different inland ports. 

The trade between Montreal and the United States is divided with 
the frontier ports of St. John and Rouse's Point, on Lake Champlain, 
and cannot be separated. 

The imports enteied at Montreal and St. John from the United 
States were : 



COLONIAL AND LAKE TRADE. 



373 



Year. 


Montreal. 


St. John. 


Total currency. 


Total dollars 


1849 


^532,292 

772,104 

1,081,372 


$1,213,640 
1,477,784 
1,947,452 


^"436,483 
562,472 
757,206 


1,745,932 

2,249,888 
3,028,824 


1850 


1851 






The 


exports were : 












Year. 


Montreal. 


St. John. 


Total currency. 


Total dollars. 


1849 




190,016 

89,560 

272,416 


1955,028 

1,214,836 

905,276 


of 261, 261 
326,349 

294,423 


1,045,044 
1,305,396 
1,177,692 


1850 


1851 







The change here shown in the exports at St. John was caused 
chiefly by the movement of timber and lumber. Large quantities, in 
1850, went to the Hudson river market through Lake Champlain ; but, 
in 1851, the Quebec market was the most profitable, and thither all 
shipments tended. 

Inland i^orts. 

The trade of the inland ports is somewhat complicated by the man- 
ner of making the imports. These consist of four classes, viz : Im- 
ports purchased in the United States. 2. Imports imported in bond 
through the United States. 3. Imports by sea, via Montreal and Que- 
bec, under frontier bond ; and lastly, imports, coastwise, of purchases 
in Montreal and Qubec, of which no account is kept. The value of 
imports, as shown by the custom-house, gives an indication of the 
direct trade only; none of the importance of the consumption of the 
port. 

There are about sixty-eight inland ports, of which about thirty are 
warehousing ones. Of these the trade of the greater number is ex- 
clusively with the United States, either in domestic or bonded articles. 
But the more important lake ports are rapidly establishing a direct 
trade by sea with the gulf ports and the lower colonies, and very 
probably will soon engage in the fisheries, for which they can fit out 
and provision at the cheapest rates. 

As the trade between Canada and the United States is almost wholly 
conducted through the inland ports, a summary of that trade is here 
given. The imports, as shown by the custom-houses of each country, 
are taken as the true measures of the exports of the other. 

The following statement shows the imports from, and exports to, 
Canada 'for the year 1851: 



374 



ANDREWS REPORT ON 



Imports. 


Amount. 


Exports. 


Amount. 


Dutv-pavins" 


11,624,462 

1,593,324 

94,464 


Domestic ...... . .... ..••• 


|5, 495, 87a 


In bond 


T^^nvpicm nnrlpT' hnrirl ^ 


Free 


Foreign not mider bond ) 

Total 


3,440,363 






Total 


3,312,250 


8,936,236 







The active intercourse between Canada and the United States may 
be seen from the following statement of the tonnage inward and out- 
ward in 1851 : 





Inward. 


Outward. 


Totals. 




American. 


British. 


American. 


British. 


Inward. 


Outward. 




1,224,523 
139,867 


845,589 
202,039 


753,318 
153,670 


564,089 
206,361 


2,070,112 
341,906 


1,317,407 
360,031 


Sail 




Total 


1,364,390 


1,047,628 


906,988 


770,450 


2,412,028 


1,677,438 





Inward and outward. 

Steam, American 1,977,841 

British 1 , 409 , 678 



Sail, American 293 , 537 

British 408,400 



3,387,519 



Total inward and outward, tons. 



701,937 
,089,456 



The comparative values of exports and imports have been — 



Year. 


Imports from 
Canada. 


Exports ta 
Canada. 


1849 


$3,582,059 
4,513,796 
3,312,250 


P, 971, 420 
6,594,860 
8,936,236 


1850 


1851 





The decrease in the imports from Canada has been explained by 
the increased quantity which has descended the St. Lawrence to 
Montreal. 

The principal articles of import from Canada are flour, wheat, lum- 
ber, cattle and horses, oats, barley and rye, wool, butter, and eggs. 

The principal exports to Canada are tea, tobacco, cotton and woollen 
manufactures, hardware, sugars, leather and its manufactures, coffee, 
salt, India-rubber goods, hides, machinery, fruits, and wooden ware. 

Of the imports from Canada, $^1,593,324 worth were received in 



COLONIAL AND LAKE TRADE. 



375 



bond, so that the value of Canada produce which paid duty was only 
about $1,600,000, while that of domestic export to Canada, on which 
duties were levied, was $5,495,873. The duty levied on imports from 
Canada for 1851 was $373,496, while that levied on exports to Canada 
(including bonded goods) amounted to $],190,956. 

The relative trade with the United States and other countries, at the 
leading inland ports, was as follows in 1851 : 



Ports. 



Population! Total value of 
in 1851. imports from 
all parts. 



3,215 



Toronto 30 , 775 

Hamilton | 14, 112 

St. John 

Kingston 

Stanley I 

Brockville 3,246 

Prescott 2, 146 

Oakville ! 

Cobourg I 3,871 



^2,601,932 

2,198,300 

1,948,460 

1,026,292 

292,636 

239,712 

122,452 

212,844 

142,376 



From the United States. 



Valu( 



$1,525,620 

1,049,756 

1,774,596 

915,912 

284,872 
164,768 
105,936 
42,576 
125,464 



Duty col- 
lected. 



$235,780 

165,124 

244,492 

62,584 

47,232 

28,036 

11,316 

5,284 

13,940 



The progress of the inland ports is shown by the values on imports 
for the following years : 



Ports. 



1848. 



Toronto §788,900 

Hamilton ! 941 , 380 

St. John j 1,106,692 

Kingston ■ 303 , 788 

Stanley I 151,608 

Brockville .. o j 106,228 

Oakville : 27,660 

Cobouror 52,268 



1849. 



$1,315,452 

1,123,024 

1,213,640 

384,044 

156,220 

160,404 

31,076 

68,424 



1850. 



$2,538,888 

1,583,132 

1,477,784 

499,040 

208,452 

231,940 



1851. 



$2,601,932 

2,198,300 

1,948,460 

1,025,492 

292,636 

239,712 

212,844 

142,376 



The principal inland ports upon Lake Erie are Stanley, Dover, 
Dunnville, Sarina, and Sandwich ; on Ontario, Toronto, Hamilton, 
Kingston, Belleville, Cobourg, Hope, Oakville, and Whitby ; on the 
St. Lawrence, Brockville, Prescott, and Gananoque ; and in Lower 
Canada, St. John, Phillipsburg, and Stanstead. 

The population of Toronto has doubled in the last ten years, and is 
now 30,000. Hamilton, now contaming 14,000, has been equally pro- 
gressive. The imports show their commercial progress to have been 
equally rapid; and there can be little doubt that in Upper Canada the 
export of produce, and the import and consumption of all the substan- 
tial and necessary products of civihzation, are as high per head as in 
the best agricultural districts of the United States. 

There yet remains one route of importation to be noticed, viz : via 
Hudson's bay and Lake Superior. Nearly one-half of the imports at 
Sault Ste. Marie are by this route. It is impossible to say w^hat may 
yet be done in this quarter. The distance from the shores of Superior 



376 



ANDREWS REPORT ON 



to those of Hudson's bay is no greater than that between the Hudson 
river, at Albany, and Lake Erie, at Buffalo; and the sea-route to 
Britain is shorter this way than by the lakes and Montreal, New York, 
or Boston. All the supplies and exports of the Hudson's Bay Company 
are carried by sea; and although the season of navigation is very 
limited, yet it embraces an important part of the year. 

The two following tables are important as showing the imports and 
exports inland; 

Dutiable imports (principal articles) into Canada from ike United States 

in 1851. 



Articles. 



Tea 

Tobacco 

Cotton manufactures 

Woollen. . . .do 

Hardware. . .do 

Wooden-ware 

Machinery 

Boots and shoes 

Leather manufactures i 

Hides 

Leather (tanned) 

Oil (not palm) 

Paper. 

Rice 

Sugar 

Molasses 

Salt 

Glass. 

Coal 

Furs.c 

Silk manufactures 

India rubber, .do 

Dye-stuffs 

Coffee 

Fruit 

Fish 

Unenumerated 

Total value of dutiable imports from the United States in 1851 



Value- 



^893,219 

4U3,860 

565,124 

446,260 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,996 

19,920 

278,460 

19,296 

79,816 

18,828 

38,652 

44,264 

80,768 

53,960 

12,680 

116,988 

81,144 

7,544 

3,922,044 



7,943,384 



COLONIAL AND LAKE TRADE. 377 

Exports (principal articles) from Canada to the United States in 1851. 



Articles 



Ashes barrels. 

Lumber feet. 

Shingles 

Cattle, of all kinds and sizes head. 

Horses do . . 

Wool r. pounds. 

Wheat bushels. 

Flour barrels. 

Barley and rye bushels. 

Beans and peas, , do . . . 

Oats do. . . 

Butter cwt. 

Eggs dozens. 

Unenumerated 



Quantity. 



Total value of exports to the United States. 



Value, 



2,551 


^65,992 


113,416 


766,628 


12,374 


20,732 


12,989 


140,176 


3,747 


185,848 


163,644 


41,896 


708,400 


491,760 


331,978 


1,181,484 


146,552 


75,596 


85,200 


41,588 


517,405 


135,708 


3,560 


38,004 


474,481 


38,008 




1,705,664 





4,929,084 



The above return is from Canadicin customs, and exceeds, in the 
gross value, the amount of imports into the United States from Canada, 
as shown by the United States customs. 

In concludhig the notice of the inland trade, the following tables — 
showing the nature and extent of the "bonded" export and import be- 
tween Canada and other countries, made inland via the United States, 
under the "drawback law" — are submitted: 

Statement showing Canadian produce, ^r., received in bond at Neio York 

and Boston in 1851. 



New York, 



Articles. 



Quantity. 



Flour barrels i 250 , 352 

Wheat bushels | 7 1 2 , 403 

• 1 ( barrels 

Ashes. . . { 

i cases 



S 



Butter. . \ tubs, 

I barrels } 

Wine pipes ! 

C cases I 

Furs . . . . < puncheons , . i 

( casks ! 

Peas S ^^"^^^ i 

■ ' * ' ( bushels ; 

Unenumeratsd '. 



2.000 
6 

1,340 

23 

1 

151 

13 

3 

3 

2,521 

5,641 



Value. 



Boston. 



Quantity. 



1846,814 I 
'481,213 I 

62,562 I 



Value, 



28,763 
15,030 

151 ! 2,521 



^96,256 

8,628 



8,791 
7,631 
6,347 

5,651 

8,084 



1,069 
kegs oc tubs. 



7,466 



2,815 



Value I I 1,427,093 

! I 



3,488 



119,441 



Total value. 



P, 546, 534 



The following statement shows the value of goods transported in 
bond to Canada from the same ports : 



378 



ANDREWS REPORT ON 



Articles. 



Dry goods 

Railroad iron 

Sugars 

Books 

Preserved fruit 

Wine 

Hardware 

Jewelry 

Hides 

Leather manufactures 

Silks 

Cigars 

Unenumerated 

Total 



VALUE FROM 



New York. 



$66,942 

108.534 

107;049 

20,306 

27,776 

15,820 

19,516 

2,255 

16,029 

13,158 

16,206 

19,007 

115,544 



Boston. 



|518,557 



548,142 



338 

13,388 



Total value. 






9,075 
936 


16,709 

28,046 

3,162 

560 



590,771 



$585,499 

108,534 

107,049 

23,381 

28,712 

15,820 

36,225 

30,301 

19,191 

13,718 

16,206 

19,345 

128,932 



1,138,913 



The greater value of the imports is made through Boston ; but of 
the exports through New York. Wheat and flour form the principal 
articles of bonded export. The following shows Canadian wheat and 
flour received and exported at New York for the last three years : 





Received- 


Exported. 


Year. 


Wheat. 


. Flour. 


"Wheat. 


Flour. 




Quantity. 1 


Value. 


Quantity. 


Value. 


Quantity. 


Value. 


Quantity. 


Value. 


1849 

1850 

1851 


1 
Bushels. 
320,574 
723,553 
712,403 


$232, 250 
504,715 
481,213 


Barrels. 
210,452 
282, 280 
250,352 


$777,416 
1,036,218 

846,814 


Bushels. 
297,730 
667,132 
513, 842 


$216,369 
475,311 
349,234 


Barrels. 
206,343 
252,037 
175,342 


$767,891 
966,549 
602, 684 


Total . . 


1,756,530 


1, 218, 178 


743,084 


2,660,448 


1,478,704 


1,040,914 


633,722 


2,337,124 



Totals in three years. 



Articles. 


Received, 


Exported. 




Quantity. 


Value. 1 Quantity. 


Value. 


Wheat, bushels 

Flour, barrels 


1,756,536 
743,084 


$1,218,178 1,478,704 
2,660,448 633,722 


$1,040,914 
2,337,124 






Value 




3,878,626 















The following returns, until 1849, include the export to Canada ; 
after which a separate account with Canada was kept, and the last 
three years refer only to the lower colonies. It will be observed that 
since 1849 the " domestic" export has decreased, while the " foreign'* 
(that is, Canada flour in bond) has increased. Thus it will be seen 



COLONIAL AND LAKE TRADE. 



379 



that in 1849 the United States furnished for the consumption of the 
lower colonies more than three times the quantity of flour furnished by 
Canada, and that in two years thereafter Canadian flour gained the as- 
cendency ; but, taking wheat and flour collectively, the supply of 
breadstufFs is about equally divided between the two countries : 

Export of flour and wheat from the United States to the British North 

American colonies. 



Tear ending 


Domestic. 


Foreign, (from Canada.) 


Total e 


xports. 


June 30— 


Flour, bbls. 


Wheat, bus. 


Flour, bbls. 


Wheat, bus. 


Flour, bbls. 


Wheat, bus. 


1846 


310,091 

272,299 
274,206 
294,891 
214,934 
200,664 


545,068 
919,058 
309,789 
305,383 
198,319 
216,971 






310,091 

272,299 
281,660 
299,202 
254,657 
280,470 


545,068 
919,058 
312,492 


1847 






1848 


7,054 

4,311 

39,723 

79,806 


2,703 

""24,'932" 

24,259 


1849 


305,383 
223,251 
241,230 


1850 


1851 







Comparative export of Canadia?i and American flour to the lower colonies. 





AMERICAN. 


CANADIAN. 


TOTAL. 


Tear ending June 30 — 


Flour. 


Flour by sea.* 


Bounded via 
United States.f 


Taken by lower 
colonies. 


1846 


Barrels. 
310,091 
272,299 
274,206 
294,891 
214,934 
200,664 


Barrels. 
35,152 
66,195 
65,834 

79,492 
140,872 
154,766 


Barrels. 


Barrels. 
345,243 
338 494 


1847 




1848 


7,454 

4,311 

39,723 

79,806 


347,594 

378 694 


1849 


1850 


394 429 


1851 


435,236 





Year ending December 31. 



t Year ending June 30. 



Having noticed the sea and inland trade separately, a summary and 
comparative statement of the trade of Canada with all countries for 
the last three years is submitted. The value of exports to the United 
States for 1851 is here taken from Canadian returns, in order to com- 
pare with the like values of 1849 and 1850, which were taken from 
the same source. 



380 



ANDREWS' REPORT ON 







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COLONIAL AND LAKE TRADE. 381 

In none of the foregoing imports is the value of railroad iron, &c.' 
brought via Quebec, in transit for the United States, included. Neither 
do the exports include the value of ships built at Quebec and sold in 
England. ^ 

The value of transit goods for the United States in 1851 was $750,000 
The value of ships built for sale at Quebec, 3,900 tons, at 
£9, £351,000 1,404,000 



2,154,000 
with which addition the gross trade of Canada for 1851 amounts to 
S38,200,256. 

THE PUBLIC WORKS OF CANADA. 

There is no country which possesses canals of the magnitude and 
importance of those in Canada. The elevation from tide- water to 
Lake Ontario (exceeding two hundred feet) is overcome by seven 
canals of various lengths, from twelve miles to one mile, (but in the 
aggregate only forty-one miles of canal,) having locks two hundred 
feet in length between the gates, and forty-five feet in width, with an 
excavated trunk, from one hundred to one hundred and forty wide on 
the water-surface and a depth of ten feet water. 

From Lake Ontario to Lake Erie, an elevation of three hundred and 
thirty feet is surmounted by a canal twenty-eight miles in length, with 
about thirty cut-stone locks one hundred and fifty feet long, by twent}^- 
six and a half feet wide, designed for propellers and sail craft. These 
locks will pass a craft of about five hundred tons burden, while those 
on the St. Lawrence have a capacity double this amount. 

The total cost of this navigation may be set down at twelve millions 
of dollars. 

The St. Lawrence canal was designed for paddle-steamers, which 
are required as tugs, or to ascend against the current ; but from the 
magnitude of the rapids and their regular inclination, the aid of the 
locks is not required in descending the river. Large steamers, drawing- 
seven feet water, with passengers and the mails, leave the foot of Lake 
Ontario in the morning, and reach the wharves at Montreal by daylight, 
without passing through a single lock. At some of the rapids there are 
obstacles preventing the descent of deeply-laden craft, but the govern- 
ment are about to give the main channel in all the rapids a depth of 
ten feet water, when the whole descending trade by steam will keep 
the river, leaving the canals to the ascending craft. 

The time required for the descent of a freight-steamer from the head 
of Lake Ontario to Montreal is forty-eight hours; the rates of freight 
have ranged from twelve and a half cents (the lowest) per barrel, for 
flour, to twenty-five cents, including tolls. The upward trip requires 
about sixty hours, and the freight per ton ranges from $1 50 to $3 
for heavy goods. The ruling freight on railroad iron last year from 
Montreal to Cleveland was $2 50 per gross ton, and for the return 
cargo of flour thirty cents per barrel, tolls included in both cases. 

Tiiese rates are yet fluctuating, as the long voyage is new, and are 



382 



ANDREWS REPORT ON 



SO much influenced by the amount of up-cargo obtained that they 
cannot yet be considered settled. It is believed that the freight on 
flour from Lake Erie to Montreal (including tolls) will be brought down 
to twenty cents, and on iron up to ^2. 

The construction of a ship-canal from the St. Lawrence to Lake 
Champlain, so as to bring the propellers of Chicago to Burlington and 
Whitehall, is now engaging the consideration of the Canadian govern- 
ment. This project originated with the Hon. John Young, chief 
commissioner of public works in Canada; and there is httle doubt, 
from the favor it has received from the public, that it will be speedily 
accomplished. The cost would only be between ^1,500,000 and 
$2,000,000, and its construction is indispensable to protect the rev- 
enues of the St. Lawrence canals from the competition of the Ogdens- 
burg railroad. The construction of such a work must produce a cor- 
responding enlargement of the Northern New York canal, whereupon 
there will be a connexion between Lake Erie and tide-water on the 
Hudson, via the St. Lawrence, which may be navigated, without 
transshipment, downward in four, and upward in five days. 

The returns of trade on the Canadian canals give indication of de- 
cided and satisfactory progress in the leading articles of up and down 
freight. The receipts for tolls upon the Welland canal in 1851 are 
thirty- three per cent, higher than in 1850. On the St. Lawrence, 
although tonnage has increased, the tolls have not — the revenue being 
here reduced by rebatement of toll on cargoes which have passed the 
Welland. 

The following shows the progress of leading articles of up and down 
freight on the Welland canal in 1850 and 1851: 

Down Trade. 



Articles. 


1850. 


1851. 


Wheat 




3,232,986 

575,920 

396,420 

5,053 

3,982,720 


4,326,336 

1,553,800 

525,170 

6,462 

8,485,120 


Corn 


do 


Flour 

Coal 


barrels. . 

.tons. . 


Hams, lard, and lard oil 


pounds. . 



The increase is greater than shown by these figures — the column for 
1850 being the whole down trade ; while that for 1851 shows the entries 
at Port Colborne only — the whole down trade not being attainable. 

Up trade. 



Articles. 



Railroad iron pounds. , 

Cast and wrought iron nails and spikes do. . . 

General merchandise do. . . 

Sugar, molasses, and coffee do. . . 

Pig and scrap iron do. . . 



1850. 



75,803,840 

16,486,400 

17,958,080 

7,781,760 

6,648.320 



1851. 



156,784,320 
26,093,760 
24,064,320 
19,350,320 
14,519,680 



COLONIAL AND LAKE TRADE. 



383 



The gross tolls received from the Welland canal in 1850 were $151,703 
Do do do 185L. . . - 200,000 



ST. LAWRENCE CANALS. 



The comparative movement of leading articles on these canals for 
1850 and 1851 was as follows : 

Down trade. 





Articles. 


1 


1850. 


1851. 


Flour 

Wheat 





barrels. J 

• <•••« bushels. 


643,352 
415,510 

75,480 


731,412 

^ 654,731 

122,310 






do ! 






1 





Uy trade. 



Articles. 



1850. 



1851. 



Railroad iron pounds 

Pig and scrap iron do. . 

Wrought iron nails and spikes do. . 

Stone, glass, and earthenware .do. . 

Coal tons 

General merchandise pounds 



39,179,840 

22,077,440 

20,742,400 

4,079,040 

1,282 I 

No return. 



61,900,160 
22,723,120 

25,527,040 

5,723,838 

2,468 

28,913,920 



Vessels which passed the several canals during the year 1851 : 

British, 





No. 


Tonnage. 


Tolls. 


TV^elland canal . . . 


3,357 
6,656 
1,517 

1,998 
1,926 


363,221 

505,197 
81,594 

380,649 
99,561 


£1 628 




1 447 




193 




230 


St. Anne's lock 


309 








15,454 


1,430,172 


3,809 



American. 





No. 


Tonnage. 


Tolls. 


Welland canal , 


2,336 

278 

210 

535 

61 


409,402 

21,013 

9,147 

101,261 

2,846 


of 2, 436 
64 


kst. Lawrence canal ... 




27 




61 




8 








3,420 


553,669 


2,598 



384 



ANDREWS REPORT ON 



Total British and foreign—18,874 vessels; 1,973,841 tons; toll, 
£6,407. 

The total movement on the canals for 1851 aad three years previous 
is as follows: 

Welland canal. 





1848. 


1849. 


1850. 


1851. 


Tors 


307,611 

2,487 

372.854 


351,596 

1,640 

468,410 


399,600 

1,930 

588,100 


691,627 




4,758 
772,623 






St. Lawrence canal. 




1848. 


1849. 


1850. 


1851. 


Tons 


164,627 
2,071 
5,648 


213,153 

26,997 
5,448 


288,103 

35,932 

6,169 


450,400 

33,407 

6,934 


Pa 'stspn cppi's 








( 


yhambly canal. 








1848. 


1849. 


1850. 


1851. 


Tons 


17,835 
470 
659 


77,216 

8,430 
1,264 


109,040 

278 
2,878 


110,726 
1 860 




Tonnaffe of vessels 


1 727 







The receipts of 1851 were £76,216 ; expenses £12,286. Of the 
gross tolls the Welland produced £48,241, and the St. Lawrence 
£21,276. 

But a most decided proof of the success of the Canadian canals is to 
be found in the frequent and important reductions which have been 
made in the tolls of the Erie canal since 1845, the year in which the 
enlarged Welland canal first came into serious competition with the 
route through Buffalo. The pohcy of the State of New York has been 
not only to obtain the largest possible revenue from her canals, but also 
to protect her own manufactures and products against competition from 
other quarters ; and this she has been enabled hitherto most effectually 
to accomplish, b}^ levying discriminating tolls. Thus foreign salt was 
excluded from the western States by a rate of toll about twice its whole 
value. The toll upon this article in 1845 was three cents per 1,000 lbs. 
per mile, or S21 78 per ton of 2,000 lbs., (about three dollars per bar- 
rel ;) while the toll upon New York State salt was only one-thirteenth 
part of that upon the foreign article. In 1846, (the first 3rear after the 



COLONIAL AND LAKE TRADE. 385 

opening of the enlarged Welland canal,) the tolls on foreign salt were 
reduced one-half, and a still greater amount on New York State salt. 
The next year a further reduction of thiity-three per cent, took place ; 
and in 1850 the toll was again reduced one-half, so that it is now oniy 
one-sixth the rate charged in 1845 ; but it is still subject to a tax five 
times as great as that paid by New York State salt. 

In like manner railroad iron, in 1845, paid a toll of nine mills ; in 
1846 this was reduced to five mills ; in 1850, to four mills ; in 1851, to 
two and a half mills ; and in 1852, to one and a half mill. Almost 
every^other article of heavy goods and merchandise for up-freight has 
likewise undergone frequent and heav}^ reductions in toll on the Erie 
canal, since the Welland and St. Lawrence came into competition 
with it. 

In the down trade, flour and wheat have been reduced thirty-three 
per cent.; corn and oats, from four and a half mills to two mills ; pork, 
bacon, lard, and lard oil, from four and a half mills to one and a half 
mill ; beef, butter, cheese, tallow, beer, cider, vinegar, from four and a 
half to three mills. Almost every other article of down-freight has 
undergone like reductions. Likewise the discrimination in favor of pot 
and pearl ashes and window glass manufactured in New York State has 
been abandoned ; the State retaining only a discriminating toll against 
salt and gypsum from other States or countries. 

There can be no question but that the whole western countr}^ would 
have been annually taxed, both upon their exports and imports, a much 
larger amount than is now paid by them, in order to swell the revenue 
of the Erie canal, had it not been for the healthful competition of the 
Canadian works. As an example : the reduction in the tolls on railroad 
iron since 1845 amounts to $5 44 per ton of 2,000 lbs. The amount 
of this iron which reached Lal^e Erie in 1851 was — 

By Erie canal to Buffalo 46,876,427 

By Welland canal to Lake Erie 156,784,320 



203,660,747 



equal to 101,830 tons of 2,000 lbs.; and the reduced toll on this one ar- 
ticle would be S553,955 20. It has been estimated by the late Hon. 
Robert Rantoul, jr., M. C, that the northwest will require 100,000 tons 
of railroad iron per annum for the next five years, upon which they will 
now pay more than half a million of dollars less, in tolls alone, than 
they would have paid before the enlarged Welland canal was opened. 

Again : over 220,000 tons of wheat and flour, and 150,000 tons of 
corn, from western States, were shipped eastward from Buffalo in 1851, 
the reduction on the tolls of which amounts to $512,830 from the rates 
of 1845 ; besides some 185,000 tons of wheat and flour, and 40,000 tons 
of corn which passed down through the Welland, to the most of which 
the reduced toll should be applied. 

Thus the eastern States, in their imports of three articles from the 
West, as well as the western ones, in their import of one article from 
the East, have each obtained a reduction of transit dues amounting to 
over half a million of dollars, which is mainly to be ascribed to the 
construction of the ship-canals of Canada, 
25 



386 ANBREWS' RE POUT ON 

Again : the tolls on the Erie canal upon tobacco are four times greater 
if *' going /ro»i tide-water" than if "going toward^'' it, by which policy 
it is hoped to draw this article from the lower Ohio, Missouri, &c., to 
the eastern States and the seaboard through this canal. This discrim- 
ination in direction has been abandoned in respect of other articles, 
and will follow with tobacco, because no similar distinctions are made 
on the Welland. 

The auditor of the canal department, in his report on the tolls, trade, 
and tonnage for 1850, bears the following evidence to the influence of 
the Welland vcanal : 

"The diversion of western trade from Buffalo to Oswego has also 
considerably affected the revenue. While there has been 36,475 tons 
less of this trade entered the canal at Buffalo in 1850 than in 1849, the 
western tonnage coming in at Oswego has increased by 41,664 tons." 

The State engineer of New York, in his report of February, 1851, 
urging the necessity of the enlargement of the Erie canal, says that its 
full capacity will be reached in 1852, and, after remarking that the 
cost of transport is one and ahalf cent per ton per mile, says, "There 
are lines of communication now built, and in progress of construction, 
which can take freight at a cheaper rate;^^ and, after alluding to the Og- 
densburg railroad, he says, "But there is another, and I apprehend a 
still cheaper route, by water to Lake Champlain, soon to come into 
competition at the North, which will produce as cheap or cheaper rates 
to Boston than the above. The freight by that route afloat on Lake 
Champlain may find cheaper transport to New York than to Boston. 
It will 7iot pass through the Erie canal, and will be diverted from Al- 
bany by cheaper routes." Lastly, he says, "Canada and Boston have 
not 3^et perfected all their works. All will soon have their whole ma- 
chinery in motion. Their plans are not the product of blindness or 
folly — they are the results of good judgment and a just appreciation of 
the great boon sought and the best means of attainment." 

The effect of the Canadian navigation on the imports of western 
States is ascertained by the 5C,000 tons of iron (American property) 
imported last year via Quebec. The large amount of tonnage entering 
Quebec in ballast in quest of timber will bring in coal, iron, slate, salt, 
and other heavy articles at about half the rates now charged on these 
articles to New York. While, therefore, ocean freights inward are so 
much less than at New York, the abundance of timber enhances all 
other freights outward to more than double that from New York. The 
position of the two ports is reversed: it is the outward voyage which 
pays at Quebec, while at New York flour has been carried out for six 
pence sterling per barrel to Liverpool. 

When the effect of the repeal of the navigation laws brings more 
vessels into Quebec than are required for timber, outward freights from 
the lakes may pour down the St. Lawrence, and the rates of freight 
come down to a standard which will make the whole cost of shipment 
from the lakes to Europe via the St. Lawrence as favorable as via 
New York. 



♦COLONIAL AND LAKE TRADE. 387 

THE MAGDALEN ISLANDS. 

This group of islands occupies a prominent position, almost in the 
centre of the Gulf of St. Lawrence, and directly in the track of vessels 
bound up the gulf for Quebec. Including the Bird and Brion islands, 
which evidently form part of the group, the w^hole length of the range 
is about fifty-six miles in an east-northeast direction. 

Amherst island, the m,ost southern of the chain, is nearly oval, nearly 
six miles in length, and three and a half in extreme width. Its harbor 
is the best in the chain, with a narrow but straight entrance, over a 
soft ooze bar, for vessels drawing eleven to twelve feet water. This 
island is eighteen leagues northwest of Cape Breton; the same north- 
ward of Prince Edward island. It is thirty-six leagues from the nearest 
point of Newfoundland, seventy-five leagues from the French settle- 
ments at St. Pierre and Miquelon, and one hundred and eighty leagues 
eastward of Quebec. 

The central portions of the Magdalen islands rise into hills, varying 
from two hundred to five hundred and eighty feet above the sea , their 
tops are rounded. On the sides of these hills are found stratified de- 
posites of sandstones and ochreous clays, with gypsum in the hollows 
and basins, and also occasionally in veins. 

The water of many springs and rivulets is so salt as to be unfit for 
use ; and although rock salt has not yet been found, yet it is beheved 
to exist in these islands. 

The gypsum forms an article of export. On one of the group it is 
found of exceeding fine quality, and very white, approaching to ala- 
baster in purity. 

The principal dependence of the inhabitants is upon the cod fishery, 
although they also prosecute the herring and seal fisheries to some 
extent. 

There are at present upon these islands about two thousand inhabit- 
ants, the majority of whom are French Acadians. 

The fisheries around the Magdalen islands are very excellent^ and 
afford a profitable return to the industry of those who prosecute them. 
If arrangements were entered into by which our citizens could have 
the right of setting up fishing stations on these islands, and of prose- 
cuting the various prohfic fisheries in the surrounding seas, it would be 
of very great advantage to them, and open a wide field for their energy 
and enterprise. They would also gain the early and late fisheries, 
from which they are now debarred, whose advantages have been 
already mentioned. 

These islands were formerly attached to the government of New- 
foundland, but at present they are under the jurisdiction of the Cana- 
dian government. The whole group was granted by the British gov- 
ernment to Admiral Sir Isaac Coffin, R. N., for distinguished services ; 
by him they were bequeathed in strict entail to his nephew. Captain 
John Townsend Coffin, R. N., the present proprietor, and to his heirs 
male forever. 

The value of the various products of the fisheries exported from the 
Magdalen islands in 1848 was $224,000 ; but it is believed that this 
did not include large quantities of such products carried off in fishing 



388 Andrews' report on 

vessels not cleared at the custom-house. But even the amount men- 
tioned is quite large as compared with the population, and furnishes 
proof of the bountiful abundance of the fisheries in the vicinity of the 
Magdalens, which need only the preserving industry, energy, and skill 
of our fishermen to be rendered a mine of wealthe^ 



COLONIAL AND LAKE TRADE. 



389 









o m 

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390 



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392 



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'■■ Sci=^oiS^33rtrt ^VJ* t ri D d <u « ;- 



COLONIAL AND LAKE TRADE. 



393 



No. 4. — Statement showing the value of exports from Canada^ at each port, 
in 1851, with the countries to which exported. 





Total value. 


EXPORTED TO 


Ports. 


Gt. Britain. 


B. N. Ameri- 
can colonies. 


U. States. 


Other 
countries. 


A mlipr<5t]mr<T ---.. 


$79,408 

21 ; 428 

147,368 

132,360 

31,196 

7,528 

71,612 

944 

201,852 

356,072 

29,960 

151,404 

85,164 

31,276 

3,264 

3,992 

365,252 

100,408 

421,016 

2,088 

122,880 

776 

3,736 

17,808 

28,444 

21,268 

53,480 

39,836 

45,844 

271,116 

327,368 

22,884 

201,164 

70,648 

3,592 






#79,480 

21,428 

147,368 

132,360 

31,196 

7,528 

71,612 

944 

181,268 

317,296 

29,960 

151,404 

76,416 

31,276 

3,264 

3,992 

353,248 

100,408 

421,016 

2,088 

122,880 

776 

3,736 

17,808 

28,444 

21,268 

53,480 

39,836 

45,844 

85,304 

327,368 

22,884 

201,164 

70,648 

3,592 




TJath 








Rollpvillp .... . . . 
























r^liinnpAva 








C!olinnro* -.-*.... 








Onlhnrnp - . . . ^ 








Credit 


P0,584 






Dalhousie 


#11,160 


#27,616 






Dover ..••••»......... 








T^nnnvillp . .••.. .. 






8,748 


Fort Erie 























Ha,niilton ...•••. 




12,004 




Hope ...•..«•••••...... 






Kinsfston .... .....•••. 
















Oakville 
















Penetanguishene 

Pictou 














Queenston 






























Sarnia 








Stanley 




185,408 


404 


Toronto 














Whitby 
















Maitland 
















Cornwall 


10,236 

8,824 

4,132 

12,944 

6,320 

24,008 

32,960 






10,236 
8,824 
4,132 

12,944 
6,320 

24,008 

32,960 




Coteau du Lac 








Dickenson's Landing 

Dundee 














Gananoque 








Mariatown 








Prescott 








Riviere aux Raisins 








St. Regis 


6,292 

488 

16,296 

15,452 

11,180 

4,308 

27,500 

2,503,916 

88,968 






6,292 

488 

16,296 

15,452 

11,180 

4,308 

27,500 

272,416 

88,968 




Clarenceville 








Frelighsburg 








Hereford 








Hemmingford 








Huntingdon 








Lacolle 








Montreal 


1,470,772 


480,728 


280,000 


Philipsburff 




Potton 








Stanstead 


40,128 
905,276 






40,128 
905,276 




St. John 








Sutton 








Quebec 


5,623,888 
43,196 


4,888,084 


353,056 


19,452 
43,196 


363,396 


Napanee 



394 



ANDREWS* REPORT ON 

STATEMENT— Continued. 





Total value. 


EXPORTED TO 


Ports. 


Gt. Britain. 


• 
B. N. Ameri- 
can colonies. 


U. States. 


Other 
countries. 




$6,416 

4,784 
61,564 
67,644 
141,740 
80,100 
10,220 
12,516 






$6,416 

4,784 

61,564 

67,644 

724 




Elp-in 
















Bruce Mines. • • 










$28,436 
27,968 


$10,596 
7,592 


$101,984 
44,540 




Sault Stf Marip 


10,220 
12,516 




New Castle 
















Milford , 


10,480 






10,480 




Bond Head 








T? nssplltown .. 


5,992 






5,992 












Total 


13,262,376 


6,435,844 


1,060,544 


9,039,300 


826,688 





The returns of exports from inland ports to other countries than the United States are very 
doubtful. None are reported from Toronto, the largest inland port. With respect to the 
route of such exports, it is presumed they were made via the St. Lawrence ; in which case 
they should be included in those of Montreal or Quebec. But as these exports were obtained 
from the head office, it is to be inferred that they are direct exports from inland ports not 
included elsewhere. It is possible a portion of them may have been exported inland, in 
bond, through the United States, although all such exports are said to be reported as "to 
the United States." 

THOS, C. KEEFER. 

MoNTRKAi-, May 1, 1852, 



COLONIAL AND LAKE TRADE. 



395 



j^o 5 —Comvaralive statement of imports inland, via United States, with 
imports by sea, via St. Lawrence, 1851, distinguishing the p'lncipai 
articles. 



Articles. 



Tea 

Tobacco - 

Cotton manufactures. . 

Woolen do 

Hardware . .do 

Wooden ware 

Machinery 

Boots and shoes 

Leather manufactures. 

Hides 

Leather, tanned 

Oils, not palm 

Paper 

Rice 

Sug-ar. 



Montreal 
and Quebec. 



Salt 

Glass 

Coal 

Furs 

Silk manufactures . 
India rubber do . . , 

Dyestuffs 

Coffee 

Fruit 

Fish 

Unenuraerated . . . 



Goods in transit for the 
United States.. . . 



$152,556 

18,924 

2.218,364 

1,719,872 

1,237,340 

11,612 

6,764 

6,512 

26,196 

1,164 

46,312 

135,440 

53,180 

12,396 

586,604 

60,968 

23,792 

77,124 

101,176 

82,116 

401,904 

156 

38,916 

13,632 

53,552 

71,260 

4,159,580 



Direct at in- 
land ports 
from sea. 



11,317,412 

755,588 



12,073,000 



#15,528 



799,968 
581,944 
389,868 



Total sea 
imports. 



356 
26,960 



128 

268 

12,048 



125,804 



2,188 
1,136 



7,916 

5,588 



752 

'940*608 



3,144,316 



3,144,316 



#168,084 

18,924 

3,018,332 

2,301,816 

1,627,208 

11,612 

6,852 

6,868 

53,156 

1,164 

46,440 

135,708 

65,228 

12,396 

712,408 

60,968 

25,980 

78,260 

101,176 

90,032 

407,492 

233,324 

38,916 

13,632 

54,304 

71,260 

5,100,188 



Inland im- 
ports via 
U. States 



14,461,728 

755,588 



15,217,316 



Total imports 
by sea and 
inland. 



$893,216 

403,860 

565,124 

439,260 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,996 

19,600 

278,468 

19,296 

79,816 

18,828 

38,652 

44,264 

80,768 

53,960 

12,680 

116,988 

81,144 

17,544 

4,780,372 



#1,061,300 

422,784 
3,583,456 
2,741,076 
1,946,052 

65,336 

92,620 

49,460 
100,544 

90,368 
172,672 
183,512 

98,224 

32,316 
990,876 

80,264 
105,796 

97,088 
139,828 
134,296 
488,260 
287,284 

51,596 
130,620 
135,448 

88,804 
9,880,560 



,788,712 



!, 788, 712 



23,250,440 

755,588 



The larffe amount of " unenumerated" values renders this statement but approximate, be- 
cause the enumeration of sea imports is much fuller than those mland, where, at some ports, 
no enumeration of articles is made. THOMAS C. KEEFER, 

Montreal, May 1, 1852. 



396 



ANDREWS' REPORT ON 

No. 6. — Value of direct imports from sea at 



Articles, 


1 
•< 


1 


6 


3 
O 

6 


<i5 


a 
3 

a 


S3 

P 


s 

'I 


I 

1 


a 
2 
S, 

a 

W 


1 


<6 

8 


Tea 
















$7,528 








































$2,220 
4,304 








$804 


383,960 
269,788 
177,856 






$752 

2,716 

44 








$880 








$9,068 
5,500 






1,172 


$10,580 




















Machinery 





































































12,960 










Hides 

























Licather, tanned 




































































5,620 


428 








Rice 
























$640 




200 


1,560 








53,076 


2,288*10-712 


508 




Molasses 












Salt 
















680 
536 










Glass 
























Coal 
























Purs 
















3,256 
















1,408 














1,164 




Ind'a rubber do 












113,168 






























Co fife e 


























Fruit 




















452 






Fish 
























Unenumerated 


128 




5,612 


4,772 


$32,784 


$280 


112 


150,464 


1,320 


95,404 


8,044 


$170,264 


Total value by sea. ._. 


T68 


880 


14,916 


16,912 


32,784 


280 


928 


1,178,892 


18,604 


106,568 


8,228 


170,264 



The above statement is designed to show the principal articles which are imported direct from sea, at inland 
Montreal^ M.y 1, 1852, 



COLONIAL AND LAKE TRADK. 

inland ports, via the St. Lawrence, in 1851, 



397 



s 
s 


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1 


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§ 


1 
1 


> 


1 


o 

I 


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$8,000 




















$15,528 




























■ 




408,666 

288,000 
188.000 


$860 $3,372 
















799,968 
581 944 


5,304 


^ 




788 


1,096 
6,716 




































389,868 
































88 
356 
















88 


























356 








14,000 












....... 






26,960 




































128 
.268 
















128 


























268 








6,000 


















12,048 
































56,000 




820 
















125,804 




























800 
600 










$708 










2,188 
1 13S 


















































1,180 






3,480 




















7,916 

5,588 

233,168 


900 








2,104 






















120,000 






















































































300 










752 




























1,380 


$11,092 


$7,764 


309,648 ...... 


4,984 


$11,156 $14,668 




$288 


$51,472 


$53,680 


$10,8.2* 


940, t08 


8,764 


11,092 


7,764 


1,401,928 1,648 


19,932 


11,156 14,668 


1,008 


288 


51,472 


53,680 


10,892 


8,144,816 



*Impor;edv:a Hudson's Bay. 
ports, the names of the ports, and their comparative importance in this trade. 



THOMAS C, KEEFER„ 



3dB 



ANDREWS REPORT ON 



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1,2 §9. 



COLONIAL AND LAKE TRADE. 



399 



No. 8.--^Comparative statement showing the total value of imports and exports, 
at each port, in Canada, in the years 1850 and 185 J. 



Ports. 



Amherstburg . . . . 

Bath 

BelleviUe 

Burwell 

Chatham 

Chippewa ...... 

Cobourj 

Colborne 

Credit.. 

Dalhousie . . . 

Darlington 

Dover 

Dunnville 

Fort Erie 

Goderich 

Grafton 

Hamilton 

Hope 

Kingston 

Niagara 

Oakville 

Owen's Sound 

Penetanguishene . 

Pictou 

Queenston 

Rondeau 

Howan 

Sandwich 



Stanley 

Toronto 

Wellington 

Whitby 

BrockTille 

Maitland 

Bytown 

Cornwall 

Coteau du Lac 

Dickenson's Landing 

Dundee 

Gananoque 

lilariatown 

Prescott 

Riviere aux Raisins. 

St. Regis 

Clarenceville 

Frelighsburg 

Hereford 

Hemmingford 

Huntingdon 

LacoUe 

Montreal 

Philipsburg 

Potton 

Staastead 

St. John 

Sutton 

Quebec 

Napanee 

Beauce 

Elgin 

Wallacebmg 

Bruce Mioes 

Gaspe 

New Carlisle 

Sault Ste. Marie...... 

New Castle 

Stamford 

Milford 

Bondhead 

Ruaselltown 



1850. 



Exports. Imports 



$23, 228 

36,112 

201,940 

91,816 

41,916 

80,456 

54,584 

2, 213 

238, 132 

318,113 

66,336 

108, 640 

15, 604 

37,992 

13,872 

4,833 

852, 892 

129, 028 

850, 248 

11,128 

178, 604 

2,264 

484 

14, 008 

84,504 

408 

36, 856 

85, 936 

8,336 

135,896 

270, 228 

53,876 

137,612 

72,396 

6,364 



4,272 
12, 300 

8,868 
14, 620 

4, 932 
16,448 
28,400 



4,836 
4,992 
11,696 
43,576 
12,144 
4,448 



L, 744,772 
225, 096 



46,572 
l,215,8o6 



5,190,096 



7,676 
2,240 



Total value 
of exports 
and imports. 



$23, 572 

17, 260 

95, 640 

19, 904 

86, 223 

159,900 

87,244 

4,044 

2,563 

57,580 

16,280 

62, 043 

59, 092 

54, 276 

7,108 

5,164 

1,533,132 

58,296 

499, 044 

62, 996 

41,564 

1,112 

832 

81,660 

28. 804 

3,488 

18, 063 

55, 736 

21,300 

•208,456 

2,538,892 

5,452 

28,934 

231,940 

2,208 

5,468 

16,276 

832 

11,42> 

20,556 

27,360 

12, 804 

67, 696 

784 

13, 552 

6,072 

19, 952 

700 

10,048 

7,396 

13,580 

6, 905, 400 

89,230 

15,644 

57,544 

1,477,784 

6,930 

1,976,5.56 



116, 



7,876 
87,4j4 



4,428 
39,884 



11,961,708 



4,132 

508 

13, 812 

7,684 
49,912 



604 



988 
3,343 
2,472 



16,932,064 



$51,800 

53,872 

297, 580 

111,720 

78,144 

190, 356 

141,828 

6,256 

240, 700 

875, 692 

82, 616 

170, 688 

74, 690 

92,268 

20, 980 

9,996 

1,936,024 

187,324 

849, 292 

74,124 

220, 168 

3,376 

816 

45,660 

63,308 

• 3,896 

54, 924 

91,672 

29, e:.36 

843,852 

2,809,120 

59, 323 

166,596 

804, 336 

8,572 

5,468 

20, 548 

12, 632 

15, 296 

.35,176 

12,292 

29,252 

81,096 

7&4 

17,838 

11,064 

81, 648 

44,276 

22,192 

11,844 

18,530 

8,650,172 

314,876 

15,644 

104,116 

2,693,620 

6,980 

7,166,6:2 



1851. 



Exports. Imports 



•11,808 

2,748 

3, 812 

43,300 

166,740 



36,480 
45,444 



5,416 

43,232 

2,472 



$79,480 

21,423 

147,368 

1.32,860 

31,196 

7,528 

71,612 

944 

201,852 

856,072 

29, 960 

151,404 

85,164 

81,276 

3,264 

3,992 

865, 252 

100,408 

421,016 

2,083 

122,880 

776 

3,736 

'17,808 

28,444 

21,268 

53,430 

89, 836 

45,844 

271,116 

827,368 

22,884 

201,164 

70,648 

3,592 



10, 236 
8,824 
4,132 

12,944 
6,320 

24,008 



6,292 

483 

16,296 

15,452 

11,180 

4, 808 

27,500 

2,508,916 

88,968 



40,128 
905, 276 



5,628,9 8 

4.3,196 

6,416 

4,784 

61,564 

67,644 

141,740 

80,li:0 

10,220 

12,516 



10,480 
"5," 992 



Total value 
of exports, 
and imports. 



$15, 884 

9,884 

98,524 

55, 716 

51,696 

318,152 

142, 376 
7, 516 
8, 556 
98,100 
15,956 
81,760 

110,840 
36, 592 
10, 530 



2,198,300 

79,016 

1,026,292 

89,180 

212,840 

840 

252 

44,288 

7.), 176 

12, 233 

80, 993 

173,728 

19,608 

292, 636 

2, 601, 928 

2. 623 

.31; 596 

239, 712 

1,100 



28, 124 
2,564 
9,740 

15, 804 
6,444 

15,928 

122,448 

288 

17,248 
7,004 

25, 820 
3, 532 

13, 688 
7,364 

17, 934 
9,177,164 

46, 408 

11,636 

97,892 

1,948,460 

4,676 

3,335,616 

32,120 
5,956 
1,212 

18,212 
6, 860 

53, 852 

53, 680 

12, 124 
8,928 
7,744 
1,876 



28,943,772 18,662,876 



23,250,440 



$94,864 

30, 812 

245, 892 

188,076 

82, 892 

825, 680 

213,988 

8,460 

210, 408 

454, 172 

45,916 

233,164 

196, 004 

67,868 

13,844 

8,992 

2,563,552 

179.424 

1,447,808 

41,268 

835, 720 

1,616 

3,988 

62, 096 

98, 620 

33, 504 

84, 476 

213,564 

65,512 

563, 752 

2,929,896 

25,512 

282, 760 

810,860 

4,692 



33,360 

11,-388 

18,872 

28,748 

12, 674 

89, 936 

155,408 

288 

23,540 

7,492 

42,116 

18,984 

24, 868 

11,672 

45,484 

11,681,080 

185,376 

11,686 

137, 520 

2,858,736 

4,676 

8, 959, 604 

65,316 

12,372 

5,996 

74,776 

74, 004 

195, C 92 

133, 780 

22,-344 

16,444 

27,744 

212,356 



,912,816 



The exp i-t.s at inland ports comprise only the value exported inland to the United States; all exports from 
Inland ports down 'he St. Lawrence, whether to Montreal and Quebec, or to sea direct, are not reported, except 
at the seaports ol Montreal and Quebec. This regula ion has, in a few instances, been infringed. 

In the above return the value of goods importei in transit for the United States via St. Lawrence (valued at 
$756,000 in \:>.A) is not included, neither the value of ships built at Quebec for sale in England, valued at about 
$1,404,' 00 in l5.^1 ; which items v/iil give an addition to the trade of Quebec of $2,200,000 f-r 1851, and of course 
Uie same addition to the whole trade of Canada for tiiat year. 



MoKTREAi, May 1, 



THOS. C. KEEFESo 



400 



ANDREWS REPORT ON 



No. 9. — Comparative statement of exj)orts inland and by sea from Canada 
in 1851, show'mg the frinciyal articles. 



Articles. 



By sea from 
Montreal and 
Quebec. 



From inland 
ports. 



Total. 



Ashes, pot and pearl. 

Ash timber 

Birch 

Deal ends , 

Elm 



Oak 

Pine, white 

Pine, red 

Staves, standard 

Staves, other 

Plank and boards 

Spars, masts, and handspikes 

Lath and firewood 

Shingles 

Cows and other cattle 

Horses 

Wheat 

Flour 

Indian corn 

Barley and rye 

Beans and peas 

Oats 



Butter 

Eggs 

Wool 

Copper, fine and pig. 

Copper ore , 

Unenumerated , 



From inland ports direct 

From Gaspe and New Carlisle. 



$765,924 

14,896 

18,464 

18,684 

196,420 

189,876 

1,518,528 

416,232 

64,488 

358,844 

937,480 

50,216 

32,076 

260 

40 

200 

144,184 

1,450,148 

26,056 

440 

40,208 

2,272 

195,728 



35,000 
1,359,372 



7,836,036 
265,924 
221,116 



8,323,076 



$65,992 



14,620 

160,884 

16,524 

1,372 

774,116 

6,116 

39,800 

20,732 

140,176 

185,848 
491,760 

,181,484 



75,596 
41,588 

135,708 
38,004 
38,008 
41,896 
42,752 
17,620 

,808,704 



5,339,300 



5,339,300 



$831,916 
14,896 
18,464 

18,684 
196,420 
204,496 

2,095,644 

81,012 

360,216 

1,711,596 

56,332 

71,876 

20,992 

140,216 

186,048 

635,944 

2,631,632 

26,056 



137,980 
233,732 
38,008 
41,896 
42,752 
52,620 
3,168,076 



13,175,336 
265,924 
221,116 



13,262,376 



The returns of exports inland are very imperfect, and will not correspond with the United 
States imports from Canada. 

It will be seen at the bottom that there is a " direct export " from inland ports, which was 
neither to the United States nor from Montreal and Quebec. It is to be presumed that this 
was a cargo sent to sea from inland ports and not reported at Montreal or Quebec, although 
such report is compulsory on all inland craft proceeding to sea. 

THOS. C. KEEFER. 

Montreal, May 1, 1852. 



COLONIAL AND LAKE TRADE. 



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s^jodiuijo 8ni'BA|'B;ojL 



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CO CM t- CO ■* 00 T-i 
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pa^iufi mojj syod 
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COLONIAL AND LAKE TRADE, 



403 





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404 



ANDREWS' REPORT ON 



oo?o 

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oo 

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00 lo 00 {^ 

to '^ CO t^ 



cote* (N 

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CO ao 0-1 -^ (£> 01 

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t- 03 x- LO CM i;o 

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lO OT CD 
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£ £ J3 JD ^ -Q 



COLONIAL AND LAKE TRADE. 



405 



ooQOi-oiiot-asoc^ 
c^ oj ic Ol CD <x; 



-^t-TcD «£i IC .-< C-J >0 C^ 
OJOO r-i 



O? C? "* O CO tOOOOO<>)CD 'OOCOOO 

t^CO'^'CDOl COGSfOOOtOCO •QOC^C-CO 

t- O O C^! ^ O 00 'a' C\! CO 05 'O-^C^C^ 

rH T-H (M T-l CO rl t- . 

CI rH (TJ 



<r>C5co30'*ooc5o 

OCDLOC\i'*OC;5CO 

i^ ^ c^ o as I—I —< lo 

»OQ0 CO t- t- 

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"<# ODCJ C* O 
00 CN» CTi C3^ 00 

r-H to CD -* O 



lO lO ( 

roao< 



1—1 '^ 

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C^ (>) CM O 00 00 ^ CO (^! 
US'— I CCOOCOfiDOOC^iO 

i-ic^ Q0oocr^c-C5^co 



CO OO CO 
t- CD >-( 
i-H i-i CJ 



COtOlOCO-^CiOOi 
t- CO -* L'J C5 t- 05 O 
CrS -^ r— CO r-H ,— I UO 



05 t^ CO CO CD (M O 

uo ^ en 00 lo t- CO 

O CO lO -^ CO Oi ■* 

c;. CO lO OS c- o '^ 
CM CJ t- I—. GO CO 

C- vO f-l 



t~ t- r-l O CD »0 00 ^ CO O CO 
<— ir-lGO^t- ■F-<OOOCO^'— ( 



O 00-1— (-^ 
C O CO'* 
00 T— I "<:(< 



toc?cot-coco^o 
•«* ■* cr. — o '^ oj t^ 

w Cn! cm r-T 'ig^ 

CO t^ 00 

CO 



-* OO O CO t- o >-o 

00 O ^ O CO LO C5 
I— I CD CJ CO O CO O 

cf crTof cf co'co^i-" 

C- C3:> GO CO 1-1 C^ 
■^ CJ r-l 



■=*< t^ GO O O 

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liO o 
coo 

CO CO 



02 w -- -^ 

o o o o c<-, u i: 

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bX°_GoOrfScSJ2o'^eijOO— ; 

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406 



ANDREWS REPORT OK 



CD 
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CTS -^ »o 
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Co't-^T-T 

t^ ao 

C«CO 



S s; S O 

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iKffi^ 



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l-HCO 



oo'^oooo'<*icoesoojcoc?- 

G^Gv!C000OOrHt-OOU0>0 
■*OJ(7JiO>-('*COiOO'^OOCD 



t- CO' 

GO 00 i 
CD CO 



CS'*"*OOCOOCO(7?C<Jff«OCO 
iOCO'*'OiO'=J'iOCO»OOCOt- 

I'^OOLOCOCOr— llOCOlOCOr-H 



(T<! CO- 
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cocococot— it^r-t^coc^uo'jfcoo^ 

U0GS?O^.— luOCOCJCQ.— l'*nC7>COCO 

r-coiO'^iot-oooc\!coa5cocoa5 



COOOr-tOinCiG^t— (Ti.-ti 
CO CO UO OD t- Oi t- 

en CO rH- i-H T^t 



a5CnC0'*t^-^rH(y{(^C^->:frHG^CO 

c^jcO'-^.— lOcnotooDG^irs^ojco 
O'*co>-oc-ioa5coi-<ir5co. ouoo 

lOOOCC^fi— tOOt-OrHrHOOfe^CO 
Ol lO CO CO !0 CO C^ 1— 1-* 

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S.5m^wm6ffiwop:iS<r 



COLONIAL AND LAKE TRADE. 



407 



00 CO c^ 



8^ 



^!£>cr)cr)-=*<c^Qoooc?Qoooc^ 

r-H ^ I— I rp ?-H lO C^ GNl T-l 



00 ooo 



OQ0^C?«5^^00'*00'*O 

ixioca5t-oo«3C\(0}coooo 
T-l t- 00 1-H OS t- '^ I— I CO r-i crs 



^ 



"* (>■! '^ CO t^ 

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CO OS LO to CO 



o 



O? O ^ O CTi 

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CO lO CMOO O 



pq 



fl ® «2 C 

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o 



408 



Andrews' report on 



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GO 

I— i 














too 






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co' 




















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00 


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CI 

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00 00 en 
o"o"c>r 

CO COrH 


00 


C^ 00 
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cTciT 

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CO 






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CO 

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CO 

r— 1 

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CJOO^COOOCOOQ 
l-iC^'^r-lOO— lO* 

r-ii— iooocracot--* 
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.-iCO .-1 C^! CD 00 (7? 
CO i—i T— ( r-H lO 


1—1 


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1— 1 


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CO 
CO 
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OO'^OJ'^COOO-^CO 
^"CO CiToo'-h" r-TlO 

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COLONIAL AND LAKE TRADE. 



409 



ooo 

QC O O 

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00 o 

cr. Oi 

CO C5 



r- C3 



cj cr> o to c<f 
to O 00 C-- c^ 



OOQOt^JCO^COOOOC? 

■^toi^ lOt-ococrs 

"* CO r-i C^ CO ^ l^ 

CD 



OJ OJ -* O ilO 
t^ CTi r^ CO Oi 

lo 05 as c\! CO 



CO CO 00 '^ CO o 

cr. r-( O CO r-1 GO 
GO CO C CO CO 



to 00 (>} oo 

a> OJ to CO 

GO OJCSi 



CO ■* GO >00 00 
l^ '* QC -* '^i 
C< r-l lO C5 C? 



O'*f>J'*C<(OC^C^C0 

XJcoio-TfcoaocTi'— lO 
c^crjoooa^'-HcocTioo 



T-H ^ 

CO ^ 
(7^ 



GO CO CO 00 00 CO ■<* 
CO ^ C7^ CO CO Oi 

&^! cr 00 o i-H CO 

CO CO C^ 1—1 03 



CO CO CO 

r-< i-H r- 

05 05 >— I 



-* 00 
-* 00 
GO t- 



00^':f^O^O.'J0?^J 

X)oococO'<*-*co^cr3 

(^i OC^ CTi GO i-H C^J 



c:; 00 o CO 00 00 
r- o GO t- o o 
CO 00 :o '^ '*! 1— I 



CO • ^ 00 

CO • o o 

• 1-- I-H 



CJ C: CO CT CT (7? GO 
CO oj cr. cr. ct: lO c^ 

c^ 00 OJ C^ C- '^i 



to 00 (7} o) CO crj 

05 CO lO Jr~ C^ O 

O O '^ "-I O GO 

aD~(7r oi <^ 

U^ CO lO 

»0 CO 



O -* O O 00 
O C^1 CV CS( CO 

rH C- -* O lO 

cT'o'co'^o^cr 

»0 lO CO 

o^ 



00 CO 
^ lO 



oo 



'*' C5 CO CO '^"i O 
CO C-? C: CO O} GO 
^ O^ CO 05 GN! ^ 

05 m I— ( -cf CO 



ca o -^ 

i-l -* c^? 
CO o 



ooo 

COQO 



coo? 

lO lO 
OS t- 



O CJ <N 
CJ CO — I 
r-l '^ O 

oo~c>r 

CO CO 



O? '^ CO O^J (?? 

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'* O CJ5 O C^ 

^ -* CO CO 

CO 00 >o c^ 



lO UO 



00 ^ GO- 00 O '^ 
OJ O O CQ 00 CO 
UO C: t^ -=*' CO CO 



13 



Sc:?5 



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!h ^ ^ CO 'j 

o K X c; 2 

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k;cc 



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gffioOffiS 3oqpqpqH:iOPHHO&-'Wffifflffl 



410 



ANDREWS REPORT ON 



CO ^ o 



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GO C- r-( 



<D 



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pq 



O 



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flM 



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O f-H CO c- o 
lO kO 00 



<^ o CO '^ ci ro !:^^ o 



■TfO'*C<!00O'*0Jcr>Q0(7JOOt0 

CS uO r-i CM CJ CO i-H 

C5 -^ r-H 



lO 00 t^ CO 00 -* O. LO 00 C^ to CT5 CO ^ 
O O CM '^ 00 UO GS» 00 I— I •>*CO'-i(M 

t^ t^ 1— I '^ 00 CO Ci t-l I— I 

00 ^ 1—1 I— t 



00 O 00 O? O ^ O '^ 
'^COOOiOCJC^JCOO 

»OGO(MC0 30 00CO 



i-iO 



•^ •^ CO CO 



OJOO o 
CO -^ 00 
>0 00 c- 

'^ en r-( 



CD CO'* 

lO to c^ 

T-l C^ lO 

O CO rl 

to 



I I 



www 



00 00 o 

CO r-( 



c-^ 






O O (7J O O 
CM O O ^ 00 
i-(CO i-lCO o 



00 o 
CM 



o 
-a 

G 
G _0 



lO c^ 



t- to 

00 C5 



00 00 
(M 00 
CO to 



pqOpHS<: 



o 



COLONIAL AND LAKE TRADE. 



411 











































■ 

00 

cT 

CO 
CO 


CO 

crT 






































00 


CO 

co' 

r-l 


l§ 


CO 


0<X)0'X>CO-*00}'*00 

OCT>c>}a5coooocncao 

CJ^r-^lO^C^^C^ rH CO^f-1 r-i^O 


00 
05 


CO 




00 
GO 

03 
1—1 

1— f 




CO 

1 


I— I 




CD 

1 — 1 


C? O CO CO lO •<* CO G^ CO CD 00 

ait~-^r-H£^ r-i-HC^co 00 

O rH CO 
i-H 


1 

en 


t- 

rH 


CO 
03^ 




00 


GO 






1— 1 C^ ir- CO O 00 C<{ 
CO t- CO r-i 00 I-H 

T-i ** 1— 1 I— i 


S« 















CO 


2 




1—1 i-H 




00 (M 
i—i CO 


CO 

t- 




CO 

Si 

10 




1— 1 


CO 

t- 
t- 

QfT 


5 

•<:»< 




CO 

t— 1 


■^ 
•^ 




S°° 


•^ 


s 




(71 

1—1 
rH 


CO 

CO 



t- 

03 

1—1 




cm 




o 


00 
CO 


cot- 


COC\! 




I— 1 


CO 
rH 


s 

i-H 


CO 

^. 

coT 


GO 
■^ 


c 

p: 




3 


c. 

c 

c 

'SI 

b 

c: 
a 
"c 

"c 




1 

t 


• c 

•1 




is 


a 
1 


c 


• S 

'1 


s a 


a 

;^ 

c 

r 

1: 

:. 
a 
a 
PC 


z 

K 

fa 

E 

i 

a 

V 

a 


X) 

1 

> 


. fa 
V 

c 


D 

H 


c 




£ 

a 

E 

c 
c 
c 

c 


■ 


c 





S fai] 


g 


MJ -S 


k- 


!^'i=i 


W 


fc'.o 


W 




\^, 


OJ © 




M s 










fi " 


» 




W 


? " 





k3 '0 


W 


11 


&^ 


■'' fl 




oj ■'^ 




fac <^ 









45 ^ 

;^ O 



31 



l>>^ 



cr IT 








^■9, 




8 => 












'G 




»o a, 












>H 








S-^ ^- 




^ Cw 




^ *i 




SSs 








is not a 
unenun 
every it 


Sf 


or) 




rH'TJ *J 


m. 


10 fl S 


rH 


00 c5 2 




'-' re fl 




^1^ 


^' 


rt Ti •-' 


^4 


b ci ^r 


«<5 


^ S 






C^f 


III 






412 



ANDREWS REPORT ON 



No. 12. — Statement showivg the value of the leading dutiable articles 



Ports, 


i 


1 

H 

$260 

648 

1,844 

7,388 


1 

a 

1 
6 


a • 

d to 

s ^ 

1 


k 

il 

1 


1 


c 




c 




s 


1 

s 


a 

1 


a 



04 


Amherstburg 


$1,412 
1^540 
5,74, 

17,320 


$ 92 
1,216 
4,560 
8,908 


$460 $2,068 $744 
1 572 452 


$2,230 
132 
148 








Bath 




$140 
2,664 
2,928 


$440 
804 
140 






$116 

72 

1,4S0 


Burwell 


1,932 
10,132 


6, -36 1 080*7 (ifi( 


i 419.C 


$904 

968 


Belleville 


8,484 '744 


4,472 


264! 1^-^-^9 


Bondhead . . 




' 






































1 


















12,828 
3(i4 
2,920 
8,360 
2,080 
9,096 


4,1^18 
140 
720 
3 432 
1,140 
3,472 


6,584 
1,116 

340 
15,528 

840 
8,384 


12,976 

356 

4 

4,012 

4J 

6,608 


7,596 1,712 
1,.44 448 

232 

9,436 

8,608 88 
6,816 1,452 
1 


5,872 

"'86 

1,832 


1,724 
988 
648 

2,496 
412 


288 

"'68 
168 

'3',976 


1,820 


1.752 
164 


"iso 

124 
1,448 

"600 


1,000 
24 

"'812 
180 
232 




Credit 




•'iael 


Darlington 


'2,5i2 


768 
628 




Dunnville 


Fort Erie 


1,096 
1,416 


704 
524 


2,360 
1,404 


2,392 
36 


4,368 1,680 
464 372 

.... 1 


316 


576 
344 


188 


20 
124 


2,524 

208 


124 
112 


168 
52 


Goderich 


Grafton 




154,5i2 
14,164 


71,288 
5,612 
2,172 
828 
1,984 
4 


171,428 


112,792118.120 










10,808 


27,440 
2,928 


"624 


8,676 

864 


Hope 

Kingston 


3,728 


9,432 


1,244 

! 




1,588 


164 


Niagara 


3,868 

5,080 

16 


2,260 
3,428 


4,088 
876 
12 


2,468 
1,^20 




















Oakville 


88 




1,416 
4 





14,044 




152 
4 


288 


Owen's Sound. 




Penetaoguishpne 












Pictou 


1,932 
1,860 
2,100 


736 

500 
444 


6,328 

4,036 

572 


4,932 
4,096 
1,6^2 


1,328 

2 7(i8 980 

1,672 

1 


'1,2% 


456 
"628 


'4,836 
80 


"3,872 " 5i6 

904 

640 


104 
256 


548 

472 

28 


Rondeau 




3,156 

2,128 

55,296 

152,820 

172 

4,056 

31,508 

20 

1,180 

332 

488 

782 

796 

1,320 


1,472 

996 

22,352 

56,472 

" 2,008 
9,752 

"'824 

40 

344 

212 

388 
772 


' 2,376 
15,280 


740 

636 

13,980 


6,320 3,824 

1,408, 364 

29,004 .... 


4,692| 1,020 
12',59'212'.R76 


72 
1,180 
2,536 


96 "l,844 

1 432 

5,9601 4.120 


284 
140 


712 

88 




Stanley 


Toronto 






24,676 

144 

4,612 

4,352 




Wellington 

Whitby . . . 


164 
892 
17,600 
48 
412 
500 


260 
268 

15,888 


32' 56 
1,636| 32 ) 
8,512 3.7.52 


244 
1,500 


96 


"976 

2,368 


•••■20 

2,096 


'"60 
948 


28 

760 

2,980 


Brockville 


4,568 3.736 


Maitland 




12 
660 


"256 


8 


Cornwall 


1,528 
424 


552 


340 




84 
332 


92 


'"52 


Coteau du Lac 


Dickenson's Land'g. 














1,016 
332 


5,168 

224 


624 
76 


1,248 
708 


"448 


"364 


528 
24 


""268 


320 

8 




48 
4 


Oananrque 


Prescott 





















































St. Regis 


20 
336 


32 
60 


24 
124 




8,448 
444 


636 

872 


"884 


"432 


72 
86 





68 
408 





"""26 


Clarenceville 

Frelighsburg . . . 


Hereford 


136 

2,320 

340 


84 
812 
140 


184 




1,464 





i52 


512 






84 






Hemmingford 

Huntingdon 

IJacolle 


548 


164 


880 


340 


.... 
112 


120 


1,960 


44 


84 




8 


Montreal 


114,168 
1,500 
1,464 

10,480 

236,588 

440 

18,852 

2,30s 

8 

84 

1,584 


100,132 

964 

620 

5,380 

62,788 

316 

26,784 

816 

8 

28 

628 


53,380 

""608 

18,108 

205,184 

472 

1,988 

3,492 

56 

52 

2,060 

100 


22,704 


51,644 


7,568 


35,480 


684 


4,892 


568 

9,884 

"880 
"'480 


12,292 


23,548 


596 


Philipsburg 

Potton 


72 

4,396 

194,936 

80 
1,392 
2,244 

""56 
776 


l,f'72 
9,292 

""384 

4,37(5 

1,192 

24 


144 
948 

15,908 
8 

4,964 
596 


500 




276 

648 

18,208 

48 

148 

1,284 

88 

28 


' '4,396 

57,572 

80 

1,416 

604 


16 

804 


"'42s 




1,332 5.260 1 


St. John 




256 

32 
332 

80 


"'28 


13,61211.1681 


Sutton 


"l',8'4 
576 


1,060 


Quebec 


Napanee . . 




Elgin 










Wallaceburg 

Bruce Mines . . 


1,644 
64S 


116 


'l',676 


780 




164 


260 


82 




208 
60 


432 
96 
16 
40 


164 






20 






New Carlisle 








Sault Ste. Marie 
























New Castle 


36 


588 


57C 


48 


248 




524 


200 


















Milford . 


12 


4 
































)3^4 




1 


89,204 




47,804 


32,996 


Total .. 


893,216 


403,860 


565,124 


439,260 . 


518,84^ 


85 768 42 ."SQ^Ut 3fis' 


126,232 






' 1 


1 



From the above statement " free goods" have been excluded as far as practicable ; in several ports, however, 
returning only 'Lhe gross values at the different rates of duties. 
MONTKEAL, May 1, 1852. 



COLONIAL AND LAKE TRADE. 



413 



imported into Canada from the United States, at each port, in 1851. 



i 


1 


1 


-J 

1 








CO 

1 


1 
i 

a 


If 

i 

a 


1 


1 

6 


'B 




a 

i 


1 




$880 
8uS 


















$752 

40 
208 
156 






$6,480 

1,292 

10,772 

19,852 




$15,884 
9,384 
52, 384 
98,524 




i.90 


$684 
1,344 
3,836 


' '$104 


$284 

75 
1,308 














' $244 


3, 0441 184 
5; 296 204 


$128 


$1,052 
76 i 


$682' 

432 $1,360 


$480 
392 


$312 



























48,160 

147,282 

49,(^80 

1,780 

5ii4 

26, 536 

2,716 

16,616 

107,220 

«, 768 

3,896 


48,160 

148, 044 

125,464 

7,496 




812 

8,582 

24 
























860 
4 


100 

9d- 


2.912 


828 
40 

'"220 

24 

152 


940 
444 
152 
2,104 
60 
896 




704 


324 


1,F52 
20 
20 

124 
20 

292 


1,156 
40 
128 
672 
108 
648 


2,034 
52 
10 
656 
2(!8 
700 




8,288 
28 

""68 

"'376 


68 


Sfi4 ?■>«! 1-fi()S 








8,555 


220 
18G 
892 


13,872 

352 

4,524 

8, 620 

264 

124 


1,18S 6,040 

IG 1,044 

2 2; 1,636 




43S 
156 

808 


""44 
360 


97, 984 
14,676 
73,320 
110,840 
29,256 
10, 580 


86 
76 


132! 252 
a! i.fii2 


280 
52 


116 
84 


72 


""16 


16 


328 


308 
76 


76 
68 


1,(:92 

12 














57,61.8 13,288 

2,420 fi4 8 ^04. 


9,624 

784 





4,668 


19, 836 
956 






24,85212.988 


2,5^4 
172 


229,744 

2", 784 

729, 676 

18,8 6 

4,192 

340 

52 

18.182 

17,512 

2,612 

80.996 

120,888 

7,404 

6 ,400 

1,127,508 

184 

2, 12 

20,364 

824 

5, 540 

548 

6,172 

4,5n0 

1,986 

11,564 

71,824 

288 

7,6110 

1,013 

18, 263 

880 

1 \ 248 

888 

15,464 

885,4^:4 

28, 064 

2, 152 

14, 692 

4 8,518 

1,856 

5t,8fi8 

8, 668 

1,716 

60 

8, 923 

3,220 

660 

12 

1,083 

1,1(4 

21,886 

1,024 


1,049,756 


800 


284 




860 


952 

2,924 

512 

40 


71,728 




8,460 
4,500 









743,232 

88, 084 

40, 760 

780 




264' 272 














648 
172 


256 


8,844' 116 2,596 
4 884 


196 

8 


364 




72 





236 






82 
1,516 

' " '560 




168 
1,480 














252 


eo 

' " "88 


2,216 52 

32i 32 

328 24 


156 
428 
144 


732 
52 
24 


1,941 
756 
120 


136 

140 

86 


282 
32 
144 


io8 

36 
152 


ieo 

380 
144 


'i,'976 
4 


42,732 
48,820 
12,23S 
30, 996 
148,720 
19,668 


108 
72 


860; 272 916 
640i 16')| 800 
20,324 292 7,848 
64,140 1,94417,092 
52, 12 786 
280 i;8' 4. 9fi4. 


284 
140 


828 


184 


120 


8 


32 


264 
272 

5,072 


140 

412 

8.16 


84 
20 

""63 

1,084 














270, 092 


4,804 

16 

200 




" "20 

28 

2,220 


24,324 

40 

472 

1,040 










27,228 25.112 


1,525,620 

2,352 

26,456 

141,556 

452 


'"796 
920 


36 


40 
84 
764 


52 

752 


20 

364 

1,128 

4 


424 


280 140 


1,652 


i,6S4 
36 


984 




152 










28 J 






52 


11,952 
2,800 
7,086 

14, 556 




__ 










56 




16 






;.".:::: ::::;: 














82 
4 
82 
82 




20 

82 










124 








""56 


12 


28 


82 


804 






92 


82 


16 


6,200 

14,132 

71,824 

288 




228 28 


188 






















































1.. 






8 









8 








52 


16,968 

4,428 
18,268 
3,582 


4 


52 72 




4 








8 


136 










































8 

4 

82 

916 

8,420 

528 

20 

816 

15,128 

4 

1,876 

48 

82 


28 

'2,' 456 

"'2' 4 

864 
2, 256 

' ' '423 




i36 
84 


132 
86 














■ 




18, 688 

5,932 

16,380 

887,956 

36,644 

7,860 

82,452 

1,475,052 

3,984 

140,564 

22, 120 

2,440 

1 108 


16 






u 




104 







8 










4,952, 37,564, 5,49(5 
^ 8Sal 224 


'"44 


1,404 


320 


9,152 


18,748 


14, 108 


2,696 


19,580 
56 

""32s 
25,432 


" ' '128 
6,564 


4 

192 

28,192 

12 

4,984 

844 


""52 
6,180 


76 

144 

36 


44 

444 


""40 
1,348 


40 

344 

25,808 


2 - 

963 

30,938 


'"568 
80,296 




24 

480 
8,812 


736 

48 


824' 

15ii 1 9.98 


772 
224 


156 
1,092 


556 
44 


'"220 


5,480 


86 


7,380 
124 




....!. !...:::!.::::: 








1 1 
















60 


883 


16S 


"■'96 


56 


28 
620 




116 




4 


148 


260 


12 


13.212 
6 '860 




140 
60 


172 
108 


1 










84 






1,880 
840 




1 












4 

20 




4 

32 




8 




92 
896 














4 
24 


1,232 


20 


! 4 


4S 






16 




24 


3 928 










21,386 




92| 8 


416 
















28, 


1,584 


















19, 920 278, 403 19, 296 79, 816 18, 828 

1 1 1 1 


33,652 


44,264 80,768 


58,960 


12,680116,988 81,14417,544 


8,968,040 


7,971,880 



no special returns of free goods were made. The enumeratiou is likewise very imperfect- some important ports 

TIIOS. C. KEEFER, 



414 ANDREWS' REPORT ON 

No. \^.— Statement showing the quantity and value of the principal arti 





Ashes, pot 
ajid pearl. 


Plaak and 
boards. 


Shingles, 


Cows and 
other cattle. 


Horses. 


Wool. 


Wheat. 


Ports, 


1 
J 

Hi 

3 


a3 


♦3 

3 


§ 

3 


4 
a 

S 


6 
> 






1 


1 


i 
g 
ft 

1 


i 


% 

1 

1 
% 
3 


Ambers tbui'g 

Bath 


56 


$2,460 




















45,810 


626 


$4,108 


















iBurwell 






2,384' ^4. ISO 
















Belleville 


68 


1,904 


14,573 


116,404 


166 


432 














12,723 


Bondhead . . 














Chatham 


21 


420 
















...... 


5,500 
4,091 
18,615 


$1,076 
1,228 
10,476 


27,641 




322 
1,120 


2,260 
8,612 


41 
122 


84 
768 


36 
31 


$72 
2,020 


10 

41 


$508 
4,180 














Credit 






1,905 
601 
1,128 
9,271 
3,696 


9,524 

4,8(18 

7,48 J 

59,580 

25,872 


















45,280 
49,654 

6,578 
18,590 
19,997 

1,300 






























338 
502 
945 


608 

736 

1,180 












"'936 


Dover . . 


5 

192 

3 


200 
4,760 

72 






16 


1,140 


3,856 


Dunnville 






Fort Erie 


100 


1,000 


25 


600 






Croderich 


86 


844 










Ci-rafton 


















, 






Hamilton . 


165 


3,844 


5,752 
6,050 

8,202 


42,348 
88,348 
63,948 


842 
1,982 

850 


856 
3,312 
2,420 










2,688 


1,156 


134,970 

12,864 

3,518 

2,500 

99,323 




127 
3,499 


2,860 
30,072 


8 


480 


Kingston 






159 


8,848 


Niagara 






Oakville 






2,637 

10 

314 

857 

12 


15,820 
48 

2,196 

2,376 

92 














1,818 


828 


Owetfs Sound 











51 

60 

107 

1,611 


400 
1,812 

84 
18,388 












109 


132 












Pictou 






















28 


28 


98 


4,888 


4,881 
10,283 


6:14 
2,568 


1,724 
21,997 


Sondeau 












7,521 


34,080 


91 


220 










Sandwich 


21 

763 

6 


632 

18,128 

144 

S80 


217 


2,480 


173 
20 
10 


7,488 
800 
620 


1,118 

4,552 

20,608 


224 
1,188 
3,692 


45',243 
54,902 




919 

44 

4,530 


10,224 

704 

85,300 




792 


Stanlev 


856 


712 
764 








Wellington 


















Whitby 


305 


6,100 


4,541 


45,408 


1,502 


2,256 


100 

2,181 


400 
29,804 


6 
886 


420 
22,068 






50,165 
9 


Brockville 


1,125 


244 


Maitland , 




























289 


3,472 


57 
99 


8,248 

4,884 


5,552 
667 


1,888 
168 


170 


Coteau du Lac . . . . 














Dickenson's Landing. 






13 


56 






208 
235 
350 
767 
248 


1,466 
1,632 
2,400 
4,488 
3,216 






38 
100 


82 
200 


156 
20 

116 
28 


2,808 
1,200 
7,464 
1,956 


43 


8 


486 
250 
145 








23 


232 


Maria' own 


12 
89 


280 
2,492 






Prescott 


404 


1,192 


' 200 


200 


8,720 


1,904 


Riviere aux Raisins 






.... 










120 


944 


218 


4,228 






208 




















Prelighsburp" 






43 


464 






882 
600 


5,968 
7,500 


112 

100 

21 

51 

82 


4,460 
4,000 
976 
1,240 
4,052 


5,600 
100 


1,140 
24 


■■-266 


















700 
130 


6,600 
328 












365 

82 


272 
62 


157 

33 


792 
468 






420 


LacoUe 










Montreal 






271 
12,320 


1,296 
51,420 






20,426 












16 


116 


549 


27,256 






Potton 
















Stanstead 


7 
836 


148 
28,368 


19,562 


32 
124,656 


19 

2,046 


8 
2,124 


1,014 


15,296 


371 
962 


11,096 

57,400 


1,226 


240 


182 


St. John 


68,888 9.424 


Sutton 






Quebec 






1,040 
4,206 


8,916 
34,012 












































La Beauce . 














49 
4 


5,728 
200 








Elgin 














66 


986 








Wallaceburg 


2 


60 


468 
16 

8 


7,476 

160 

72 










8,371 


















Gaspe . 


.... 




106 


440 






.... 






























Sault Ste Marie 




























New Castle . 






43 


260 






4 


60 










19,277 


Stamford 


















Milford . . 






11 


64 






30 


480 


8 


460 


104 


82 


40 


Russelltown 






































Total 


2,551 65,992 


113,416 


766,628 


12,374 


20,732 


12,989 140,176'3,747il85,848'l83,644i 41,896708,4001 



Note. — The reported exports from Canada serve 
house statementtiontheUnitedStatesfrontier,and 
MoNTRKAL, Ma// 1, 1852. 



to show from what ports the different articles are sent, and the rel 
these last have been employed in estimating the trade between the 



COLONIAL AND LAKE TRADE. 



415 



cles exported from Canada to the United States, from each port, in 1851. 



Wheat. 


Flour. 


Barley and 
rye. 


Beans and 
pease. 


Oats. 


Butter. 


Eggs. 


> 

s 

a 

$42,664 

184 

128,180 

5,440 




o3 


s 




"S 





i 

q 


6 
s 

> 


1 

•3 
a 

& 


> 


a 
3 




a 
o 

1 




> 

1 


$84,856 














$79,480 


212 


$848 


32,289 ,*6i08l 


7,822 'S.^A'52 


28,824 


$6,428 










21,428 






' 














132,360 


2,744 


2,589 


9,908 


4,804 


1,996 


11,727 


5,196 


18,803 


3,816 


2 


$28 






147,868 








15,992 






i,67i! 

2,649i 

...1 


812 
1,316 










77 


832 






12,064 

2,060 

12,372 

168 


81,196 


















7,528 




8,056 


31,776 


524 


588 








220 






71,612 




1,5291 
1,328 


776 

532 












944 


27,186 
37,240 

3,804 
10,660 
14,996 

1,840 


51,456 

77,88.) 
4,166 

20 19 

2,770 

5 


144,076 

272,580 

15,400 

77,364 

11,080 

20 


















181,268 


















2,668 

188 

78S 

18,272 

17,824 

2,068 

8,992 

15,992 

3 444 

290',020 

88 

572 

84 

56 

1,4 

8,296 

6,608 

16,528 

24,592 

8,008 

18,986 

86,584 

284 

1,964 

13,148 

392 

620 


317,296 






360 


404 


7,286 


2,176 










29,960 














151,404 


513 
15,175 


256 
8,044 


















76,416 


70 
200 


86 
120 


3,500 
200 


916 
82 


56 


800 


1,000 


$124 


81,276 
3,264 




















3,992 


107,976 
8,060 
3,440 
2,000 
78,052 


42,417 

10,709 

4,096 


168,620 
42,496 
13,948 


8,642 

5S3 

6,518 


9,828 

308 

3,036 


500 

660 

4,488 


248 

840 

2,176 


1,779 

90 

32,072 


1,800 

24 

8,496 


185 
59 


1,080 
628 






853,248 


"3,225 


108 
612 


100,408 
421,016- 






2,088 


8,506 
10 


31,896 
32 


1,495 


896 






1,270 
684 
154 

1,562 
26 


316 

124 

40 

392 

8 










122,880 


20 


8 


9 


64 




16 


776 









8,786 




8 


28 


1,312 


5,85618.785 


7,376 




296 






17,808 


1,140 
12,092 










28,444 






















21,268 


758 

400 

1,053 

7,525 

44,560 


2,652 

1,600 

4,200 

25,704 

162.040 






















53,480 




566 


420 


451 

88 
838 


386 
48 
144 


485 
1,482 
1,318 


104 
360 
344 


67 

102 
178 


936 
1,632 

1,248 


10,251 
3,945 


1,024 
464 


89,886 
45,844 


29,672 


7,809 


3,384 


85,804 


41,700 







827,868 


208] 832 
29,5141 109.196 


10,773 

2,400 

491 

1,040 


5 800 34.T.^6'l.^.9.^6 






2 


32 






22,884 


81,786 


1,200 
244 

480 


780 
746 
650 
392 


320 
228 
700 

208 


8,010 


2,164 






201,164 


8 


103 
100 


856 
400 


428 
27 


4,472 
308 


752 


76 


70,648 




4,000 

4,726 
10,900 

2,832 

15,746 

410 

7,621 
15,623 


1,812 
1,180 
8,772 

568 
4,060 

104 
1,960 
4,268 


8,592 


120 






10,286 




















8,824 












229 

488 


112 
152 


2 

4 

50 

261 

274 


24 

44 

600 

3,100 

2,988 


150 


12 


1,960 

3,508 
1,396 

852 
14,080 


4,132 


272 






1,373 


428 


12,944 


188 










6,820 


116 






10,821 


5,420 


542 
258 


252 
192 


1,000 


76 


24,008 
32,960 




104 


472 














124 










53 


16 


488 

280 

175 

200 

2,500 

1,726 

19,817 

5,688 


72 

100 

28 

24 

624 

844 

5,824 

1,680 










9i8 

192 

2,632 

3,104 

3,252 

532 

15,532 

205,040 

10,140 


6,292 

488 
















1,958 


196 




39 


156 






160 


140 


118 
60 
65 
52 


1,308 

600 

728 

468 

8 


16,296 


200 










15,452 




















11,180 


316 







5 


4 


21 


12 






4,308 




12,687 


1,564 
86 
36 


27,500 


18,084 


11,545 


45,588 




4 


1,281 


688 


272,416 










88,968 


























182 


2 
704 


8 
2,812 


97 
19,084 


28 
11,636 


567 


276 


8,365 
294,808 


1,048 
80,204 


823 
1,086 


2,964 
10,628 






8,848 
549,432 


40,128 




411 755 3.^ m<> 


905,276 










' 






1,82£ 


5,300 






















5,236 

672 

456 

1,112 

52,092 

67,464 

212 


19,452 




13,48E 


6,584 


3,037 


1,484 


1,588 

440 

3,452 


444 
156 
864 










48,196 
6,416 




17 


76 




















145 


1,604 


700 


68 


4,784 


1,93( 















61,564 






) 20 






















67,644 
























724 
























































10,220 
428 


10,220 


11,60 


) 








415 


168 






.... 








12,516 


























2 


3 








32c 


132 


125 


32 


88 


864 


63 


4 


8,844 
5,992 


10,480 












5,922 




















3,56C 


38,004 








491,760'331, 978 1,181,48 


1 146,552 75,596 85,208 41,588 


517,40£ 


135,708 


447,481 38,008 


1,715,928 


5,389,800 



ative export trade of different ports. The correct quantities and values are, however, ascertained from the custom- 
two countries. The inland imports of each country are the only true measure of the respective exports of each. 

THOS. C. KEEFER. 



416 Andrews' report on 

No. 14. — Expo7'ts of the principal articles of Canadian produce and 





Ashes, pot 
and pearl. 


Plank and 
boards. 


Shingles. 


Cows. 


Horses. 


Wool. 


Wheat. 


Ports. 


no 

!-> 

a 

a 
6 


6 


<2 

"5 
1 


1 
> 


'a 


> 


i 

S5 


> 


.0 

a 

3 


i 


1 


ft 

1 


_3 


Xi 
CI 

a 
& 




l!3S 










80,900 
4,571 


Bath 


2,6 i 6 $21,288 

14 375 83,372 

10,648l 85,184 

221 1,324 

'"'822 "8,220 
1,312 9,640 


85 

3,332 

92 


$44 

3,924 

92 














Burwell 














Belleville 


3;J8 




9,404 


1 


$16 






9 812 


$1,928 


30,686 

50,144 

42,280 

2,649 

310 

2,719 

158,063 

14,985 

18,042 

5,479 

108 

11,580 


Chatham 


133 


3,192 


'1,124 
59 


1,124 


'.^Sl') 


"5',.308 
692 


"22 

29 


' '$923 


1,200 
1 7flA 


24( 

18( 

9,916 




Cobourg . . 


28 


60') 


80 41 


2,440 fiiVfiS 


Colbourne 






Credit 






'2,430 i'4,584 

1,007| 9,076 

936 6-388 




r::: 














149 


3,5y0 


4 

59 

1,110 

512 

3 


4 

68 
1,412 

712 
4 


1 












Darlingt^Q ... 














Dover 

Dunnville . 


6 

74 


52 
3,700 


7,286 
245 


51,004 
1,716 


5 


40 


5 


248 


6,160 


1,540 


Port Erie 




2,576 


24 


1,000 


9,830 


1,848 


Goderich 


3 


s. 










Grafton 


878 


ksfl? 


38 
395 
856 

"260 


56 
420 
368 

206 


2 

"ei 


40 
'l",764 














1(53 
16 
86 
10 
44 


, 8,764 
400 

1,000 
400 

1,82a 


4,794' P.9,[%QC 


"28 
211 


' 'l',624 
16,880 


13,000 

8,654 

30,000 


2,704 

540 

7,600 


: 97,440 

47,424 

216,540 

7,466 

145,839 

1,135 




6,027 
6,143 

" "4,5i8 

C3 

60 

847 


38,412 
40,600 

'2'7,i08 

320 

484 

2,512 


Kingston 


Oakville 








Owen's Sound 
































Pictou . . 


60 


60 














5,907 
35,649 


Queenston 






349 


3,076 


104 


'3,2S4' 




Rondeau 







50 
4,982 


408 
23,776 

















42 


60 
132 
140 


'i54 


'2,096 


'273 


i4,i76 


1,251 

2,000 

88,r;95 


240 

400 

7.100 


' 'l"22',32i 
30,678 
69,000 
115 
1,421 
1,410 
3,074 


Sandwich 


41 
50 


1,064 

i,6ao 




466 


2,796 


61 


Stanley 


■; 


240 
12 


5 


300 


Toronto .... 


y6 


wm 


276 


3,092 


261 


1,132 


72 000 I'i' 8l'>. 


Weinn«"ton 






Whitbv 


386 
9, 


6,948 
2,172 


2,537 
8 


20,296 

4 

56 


277 


416 


20 
2,176 


320 
24,640 


6 
877 


40') 






Brockville 

Maitland . . 


22,452 


958 


2 6 


Cornwall 







30 


82 


18 


236 


oO 
86 

21 
17/ 


1,600; 

5,l00l 




Coteau du Lac 










Dickenson's Land- 
ing . 






132 
610 
425 

'lis 


608 
8,048 
1,936 

' 'l,052 


10 

35 

210 

8 


40 
36 

420 
8 


109 

2u7 


1,088 
1,.60 


1,848 
8,120 














978 

308 

1,243 

23 


Gananocjue 








Mariatown 

Prcscott 


' '315 


'i'iii 


213 
196 


'2,376 

2,072 


107 
91 


'5,140! 

4,9.4 224 


'"68 


St Regis 


■ 












6 


44 


154 


*8,(.23' 

1 




148 
















Frelighsburg 

Hereford 


'""io 


"J^' 


25 


140 






2!)8 
2,100 


1,H!4 
25,500 


247 

12 
16 
41 


6,6:8 

6,652 





601 
5U0 


Hemraingfoid 


800 
108 


6,400 
760 






76.) 
1,068 




104 


132 


55 


700 


«7 


12 


491 


Lacolle 








Montreal 








17,836 
34,428 


















Philip-sburg 


l:)2 


8,032 


3,559 


43 


44 


101 


860 


552 


28,264, 2,300 


500 


552 


Quebec . 








14,276 

28 
194,328 












1 








20 
13,259 


f.'8't 
373,8 2 


3 
31,896 










S98 
1,154 


12,344 1,2;0 
70,540 2-4,146 


276 
8,556, 


759 

38,858 


St. .John 


1,58S 


1,812 


5 


80 


Sault Ste. Marie 


Gasps 






40 

34 

5,761! 


400 

200 

80,348 












1 


1 




Milford 






8 
2,142 


12 

2,384 


23 

7 


824 
96 


2 
1 


120 636 
40 90 


144 

2;) 


1,477 
1,700 


New Caslle 












Sutton . . 














































1 


1 






15,085 




116,56S 












4,286 


215,068 

1 


1 




1,205,593 


Total 


437,276 


"95,086 


12,198 


15,168 
1 


6,608 
1 


77,500 


286,691 

1 


56,860 

i 



The year 1850 was the first in which any return of pxprts inland was made. It is estimated that about 20 per 
frequent intercourse tl\at uU and regular reports of all outward carges are scarcely to be expected. 
MoNTaiiAi., Muy 1, 1852. 



COLONIAL AND LAKE TRADE. 



417 



manufacture to the United States, by inland routes, in the year 1850. 



Wheat. 


Flour. 


Barley and 
rye. 


Beans and 
pease. 


Oats. 


Butter. 


Eggs. 


6 

> 

t 

i 

a 
a 




1 


1 
i 
1 


k 




i 

> 


,J3 

a 

3 


3 


1 

G 
as 


3 
> 







a 


6 

3 


1 

1 


|2S,1T2 
8,424 














2,000 
2,124 


$400 
424 












$25,604 


1,444 


$5,164 


10,223 


$4,172 


2,879 


$1,152 










$636 

26,496 

1,892 

428 

9,176 

12,568 

7,424 

36 


36,472 
118,792 










24,548 
87,608 
82,184 
1,984 

280 


18,756 


75,024 


3,604 

809 

1,909 


1,440 
124 
956 


8,728 
160 
327 


1,864 
644 
164 






50 


$488 






201 940 


1,675 


336 






39,884 














45,912 
80,416 










9 


104 
4 






5,716 


23,844 






448 


200 










54,580 


2,176 










2,212 


103,548 


30,000 
69,570 
12,141 
17,105 
2,878 
1,360 


12.'),000 
278,280 
45.708 
47,248 
7,704 
5,336 























287,132 


13112 






















460 

432 

3,016 

1,844 

11,200 

1,528 

120 

8,680 

6,836 

88,060 


304,4-32 


13,356 


742 


288 


243! Ort 















66,136 


4,052 
100 






80 
100 

2,022 


20 

24 

536 










108,632 


















15,600 
36,880 


10,712 


5,122 


1,496 




.... 


49 


ieo 


1,203 


$112 


5,320 






6,922 








600 
12,008 


224 
8,472 


















4,832 


80,316 
47,000 


52,890 
7,6S5 

22,925 

1,270 

3,679 

39 


210,4i6 

30,740 

93,032 

4,932 

14,716 

160 


1,242 

514 

6,108 


588 

260 

8,736 


30,603 
141 
148 


6,944 
36 
40 


112 
150 
576 


1,500 
1,800 
5,576 






352,100 


72 


12 


127,928 


124,904 


8,778 


5,064 


888,096 


5,596 






11,123 


132,740 
460 


1,333 


800 


51 


32 


4,110 


1,096 


88 
4 


1,056 
28 






72 
1,292 


178,940 
2,260 

484 
























4,732 


564 


2,456 


3,000 


1,700 


543 


272 






6 


68 






2,208 
2,888 


14,008 


25,252 










84,500 


























408 





























12,836 

10,264 

2,400 

26,880 

27,188 

176 

1,248 

10,364 

88 


86,672 








745 


368 


74 


44 


2,053 


588 


86 


540 


7,249 


728 


86,040 








7 336 


40,256 


io,6o6 

34,348 

2,643 

13,500 

237 


40,616 






1,297 

2,785 

5,816 

500 

116 


872 
1,344 
3,172 

252 
60 






416 
324 


4,164 
1,044 


250 


20 


119^948 


115,3 '8 


137,892 
10,512 
54,000 
1,012 


4,5oi 


2,143 
8,428 


165,951 


38,188 


841,340 
53,872 

137,612 
73,284 


86,584 
51,732 


8,.:64 






10,000 

436 

45 

3,294 

12,320 


2,000 
92 
16 
644 

8,424 










1,008 






942 


11,244 






6,196 










6,356 


1,408 










869 
922 


848 

468 










4 268 


3,048 






300 


240 










20 

180 
2,086 
1,340 

964 
6,508 


12,300 
3,864 
















620 


2i0 


728 


41 


12 


30 


12 


15,22-3 


2,284 


50 


552 






14,608 


1,232 
932 






4,928 
10,264 
23,424 


1 
892 


4 
1,792 


38 


12 


74 


28 


2,219 
367 


440 
112 


82 
40 


860 
428 






16 




















103 


20 


80 






109 


44 


2,270 


883 










640 
4,9-8 
2,216 
9,372 
8,400 

484 


4,882 
4,988 
11,696 
43,576 
12,144 
4,444 
















404 


17 
50 


68 
300 






60 
1,000 


86 

252 


131 


28 


304 
80 

135 
81 


292 

800 

1,484 

312 






500 












"." ! 










232 










63 


82 


4,567 


712 




















6,032 


r"" 


58,636 
72 


'"'"14 


40 
4 


















18,704 
36,084 


101,248 
106,872 


492 


S05 


820 


1,451 


388 


256 


2,384 












::::::i...... 


540 

4 

181,192 






















63,620 

14,648 

222,020 

7,956 

208 

1,544 

1,004 

444 


78,486 

30,984 

1,227,844 

7,956 

608 


544 


1 

42,310 


33 

4,767 


12 
2,120 


150 
25,947 


76 
18,912 


701 
391,052 


140 
103,140 


2f2 
935 


2,332 
9,224 






27,112 


378,495 


24,916 




























1,180 


8 
484 


32l 970 


388 


188 


92 


26 


8 


34 


384 






4,423 


1,860 


1,938 




1 






37,288 


























444 


















104 










104 


























4,032 


4,0i2 




























992,780 


^452,589 


1,453,376, 62,591 

1 1 


29,708 


56,549,' 29,292 


655,039 


157,352 


4,712i 


46,328 


387,269 25,783'687,948 


5,009,480 



cent, should be added to the above for 

27 



the real oxer the reported exports. There are so many ferries and such 

TH03. C. KEEFER. 



418 



Andrews' report on 



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COLONIAL AND LAKE TRADE. 



419 



No. 16.— General statement shoiving imjjorts into the port of New Carlisle, 
district of Gaspe, for the ijear eliding January 5, 1852, distinguishing 
the cou7itries from whence and the route by which imported. 



Articles. 


Total 
quantities. 


Total 
value. 


From G. 
Britain. 


From U. 

States. 


From British 
N. A. colon's. 


CnfFpp oreen • cwt . . 


12 2 27 

1 22 

172 5 

434 17 

10,841 

1,256 

92 

35 


$164 

4 

900 

1,016 

2,744 

2,328 

20 

28 

12 

32 

76 

4 

4 

300 

344 

44 

108 

5,092 

2,084 

1,448 

2,340 

5,120 

6,684 

84 

24 

192 

16 

28 

96 

76 

220 

544 








Sugar, refined do . . . 


$4 




$164 
840 


$60 

108 

60 

92 

4 


MnliccptJ .. .........do... 




904 


Tea pounds.. 

Tobacco, manufactured . . .do . . . 
giixvT do. ^ . 


1,668 


1,008 

2,232 

16 








28 








8 






28 
76 


, ' 




Vi-nprTfir . . . • . .ccallnns. . 


589 
100 




Cocoa and chocolate. . .pounds. . 
Glass 




4 






4 






156 
344 




140 


Oil, except palm gallons. . 

Pnrlr mp'5'? .... ..... .fAVt. . 


459 
6 








44 


^Tn niTpn pt Vl r'anfilp«! .......... 


108 
5,084 
1,956 
1,168 
2,340 
5.120 
5,524 
36 






cotton < • • . . • 






4 


Ip^tVipr boot's 






124 







276 


linen .•«•«.... 









wool .............. -- 






articles not enum'd 




4 


1 152 


Coal 




48 


Dyestu^s 






24 






... ... 

192 
16 

28 
116 

76 
32 

544 














Trrsn b nm')'?. ................... 




! 


Lard 


















84 




188 








Resin and rosin ....... .barrel 


1 






Tallow 


4 
1,256 


4 
1,256 






OtbpT qrtiplps not pniTrnprntpc! 




















33,500 
20,176 


25,904 
13,920 


340 


7,252 

6,252 








Total imports 




53,680 


39,828 


340 


13,508 




3 
3 


Free Goods. 

Animals, pigs number. . 

Books .do . . . 


12 






12 










32 


32 






Maize 








Soda 












Beef pounds. . 

Bread cwt. . 


200 

1,215 

175 

365 

4,856 

1 

360 

1,400 

18,640 


8 

3,308 

16 

1,728 

12,612 

28 

280 

136 

1,552 

440 






8 


3,308 






Chocolate pounds. . 

Flour barrels. . 




16 


1,636 




88 


Fish cwt. . 




12,612 


Millstones. number. . 


1 


28 


Oil, fish callous 






280 


Pork pounds, . 

Salt bushels.. 






136 


1,288 




264 


Wood 




440 








1 








20,176 


13,920 




6,252 









All the goods imported have been by sea. 



J. FRASER, Colhdoi 



420 



ANDREWS REPORT ON 



No. 17. — Abstract of the trade of the "port of Quebec, showing the ships and 
tonnage e?npIoyed, and the relative value of the imjwrts, distinguishing for- 
eign goods from goods of British produce and manufacture^ during the 
year ended January 5, 1852. 



Countries froin which vessels 
entered. 



From place of 
entry. 



United Kingdom 

British North American colonies, 

Gibraltar 

France 



Portugal 

Sicily 

Amsterdam 

Antwerp 

Hamburg - 

Norway 

Maderia 

Canton 

West Indies 

Value of sundr}" goods for ware- 
house 

United States 



Total 



889 

183 

2 

16 

37 

1 

1 

1 

1 

6 

8 

1 

1 

13 



145 



1,305 



Tons. 

400,798 

18,461 

581 

4,699 

13,294 

299 

129 

212 

262 

1,436 

3,030 

213 

315 

3,588 



Value of 



• port 



British. 



12,342,876 
134,408 



86,504 



535,821 



2,477,284 



Foreij 



Total. 



$340 

29,360 

8,264 

6,428 

5,368 



10,728 
3,000 



9,012 
27,316 

35,384 

129,128 



264,316 



$2,342,876 
134,408 



*135,184 



129,128 



2,741,600 



*The value opposite foreign places, except the United States, is that which was entered for 
home consumption. The balance of ^35,348 was placed in the warehouse, for which 
no separate detail was kept. 

Custom-house, Quebec, Janxianj, 1852. 



No. 18. — Abstract of the trade of the port of Quebec, showing the ships 
and tonnage employed and the relative value of the exports, distinguishing 
foreign goods from goods of British j)roduce and manufactvre, during 
the year ended December 31, 1851. 



Countries for which the vessels 


Vessels. 


Value of exports in dollars. 


cleared. 


! 

No. j Tons. 


-British. 


Foreign. 


Total. 


United Kin<ii'dom 


1,212 

176 

2 

1 
1 
2 


572,760 

11,748 

428 

231 

212 


5,130,979 
371,630 
4,469 
4,977 
9,048 
5,774 


7,829 
5,889 


5,138,813 

77,519 

4,469 


British North American colonies. 
Portncral (Oporto) 


West Indies (Trinidad) 

Colombia (Porto Cabello) 

United States 




4,977 




9,058 
2 134 


6,350 










1,394 


586,083 


5,526,877 


20,068 


5,546,955 



* The word Bntish is used in contradistinction to the word foreign, most of the articles 
exported being of colonial growth and produce. 

CusTOM-iiousE, Quebec, January, 1852. 



COLONIAL AND LAKE TRADE. 



421 



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422 



ANDREWS REPORT ON 



No. 20. — General Uatement showing the imports into the port of Quebec for 
the year ending January 5, 1852, distinguishing the countries from 
whence and the route by ivhich imported. 



Articles. 



ENTERED FOR CONSUMPTION. 

Coffee, green. . . , cwt. 

Sugar, refined do . 

other kinds do . 

molasses do . 

Tea lbs. 

Tobacco, unmanufactured do. 

manufactured do . 

Cigars do . 

Spirits, brandy galls. 

Gin do. 

Rum do. 

Whiskey do . 

Cordials do . 

Wine do . 

Rice 

Salt bushels . 

Fruit, green , 

dried 

Spices 

Confectionery and preserves 

Maccaroni lbs. 

Vinegar galls . 

Grains, barley and rye 

Beans and pease 

Meal 

Flour bbls . 

ProTisions, butter cwt. 

Cheese do. 

Meats, salt do. 

Hops lbs. 

Ale and beer galls . 

Cocoa and chocolate 

Fish, salt and pickled 

fresh 

Furs 

Glass 

Leather, tanned 

Oil of all sorts galls . 

Paper 

Seeds 

Manufactures, candles 

cotton 

leather 

India-rubber 

iron and hardware . . 

linen 

silk 

wood 

wool 

Machinery 

Articles not enumerated 

Burr stones un wrought 

Chain cables 

Coals tons . 

Dyestuffs lbs. 

Flax, hemp, and tow tons. 

Hides r 



Total quanti- 
ties. 



1,207 2 26 

1,274 2 24 

25,371 1 

20,102 10 

310,260 

225,082 

91,583 

1,548 

24,540 

27,591^ 

7,065" 

1,859 

62 

65,525 



314,822 



1,510 
14,775 



Total value 
via the U. 
States, in- 
land. 



371 

2 19 

83 2 23 

199 3 10 

340 



87, 740 I 



1,000 



60,855; 

15,148' 

391 19 2 18 



$3,100 



15,592 

4,368 
7,284 
1,392 



442 



952 



1,192 



444 

"84 



16 



260 

372 

2,068 

68 
640 

92 



1,048 



5,480 
4,960 



1,492 
14 '096 



4 
,304 



Total value 
by sea, via 
St. Law- 



$8,796 

9,548 

114,052 

27,064 

55,296 

11,052 

3,932 

588 

17,732 

9,280 

1,964 

1,180 

100 

30,640 

7,464 

18,824 

3,232 

7,584 

6,350 

708 

148 

1,812 

136 

28 

3,792 

532 

8 

1,068 

944 

40 

5,504 

732 

29,128 

2,156 

14,192 

24,856 

14,488 

49,152 

7,364 

392 

3,588 

318,804 

8,536 

156 

403,744 

75,644 

101,852 

9,164 

339,080 

4,440 

346,188 

1,300 

43,724 

95,976 

6,712 

19,244 

1,164 



Total val- 
ue of the 

whole. 



COLONIAL AND LAKE TRADE. 

STATEMENT— Continued. 



423 



Articles. 



Total quanti- 
ties. 



Total value 
via the Uni- 
ted States, 
inland. 



Total value 
by sea, via 
St. Law- 



Total value 
of the 
whole. 



ENTERED FOR CONSUMPTION. 



Junk and oakum cwt . . j 3 , 528 2 15 

Lard kegs, .j 448 

Lead 



Ores of metals ' 

Pitch and tar barrels. 

Rope tons.. . 

Resin and rosin barrels. 

Steel tons . . . 

Tallow 

All other articles liable to duties .... 

Pork, mess tons.. . 

Leather, boots and shoes 



2,195 

618 10 3 

2,391 

33 17 22 



67 13 2 14 



Free goods. 

Maize barrels. 

Other free goods 



17,461 



Value of sundry other goods entered 
for the warehouse , 



$1,812 



476 
"'72 



7,668 
'13 '808 ' 



792 



93,456 
20,536 



113,992 



$12,860 



1,276 

200 

3,916 

97,748 
3,324 
5,012 

15,736 
5,796 



600 



51,200 



2,474,728 
746,888 



$12,860 

1,812 

1,276 

200 

4,392 

97,748 

3,396 

5,012 

23,404 

5,796 

13,808 

600 



5,744 
51,992 



2,568,184 
767,424 



3,335,608 



From Great Britain ^712,625 



From the United States , 

From British North American colonies, 
From other countries 



39,277 
40,882 
41,119 

833,903 



$2,850,500 
157,108 
163,528 
164,476 

3,335,612 



Note. — Goods arriving at Quebec for transhipment to other ports are not comprised in this 
return. 

CusTOM-HOTJSE. QuEBEC. January 21, 1852. 



424 



ANDREWS REPORT ON 






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426 



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428 



ANDREWS REPORT ON 



No. 22. — An account of the stable articles, the ^produce of Canada^ ^c, 
exported in the year ended 1851, as comjjared with the year ended 1850. 

PORT OF QUEBEC. 



Description of articles. 



Apples barrels. 

Ashes, pot , . . . .do . . . 

pearl do. . . 

Ash timber tons . . 

Barley minots . 

Battens pieces . 

Beef. tierces. 

Beef barrels. 

Birch timber tons . <, 

Biscuit o cwt.. 

Butter... .pounds. 

Deals, pine and spruce pieces. 

Elm timber tons . . 

Flour barrels. 

Handspikes. . » .pieces. 

Hoops c do, . . 

Lard pounds. 

Lathwood and firewood cords. 

Masts pieces. 

Meal (corn and oat) barrels . 

Oak timber .tons . . 

Oars , pieces, 

Oats o . . = bushels. 

Pease and beans do . . , 

Pine timber, red tons . . 

white do. . . 

Pork barrels . 

Shingles , » . . .bundles. 

Shingles „ pieces . 

Spars do . . , 



1851. 



Quantity. 



Staves M. 

other .do . 

Tamarack wood ton:; 



sleepers 
Furs and skins. . . . . 



.pieces 



716 

3,082 

2,330 

3,016 

1,040 

4,898 

20 

564 

3,252 

1,302 

388,265 

3,449,611 

35,618 

141,143 

5,323 



45,472 

5,507 

671 

2.897 

28; 105 

9.074 

5; 827 

11,543 

90,488 

410,091 

2,690 

50 

44.000 

2; 232 

236 

3,877 

430 



Value 



^2,404 
86.900 
37; 372 
14,900 
408 
1,960 

5,268 

18,468 

4,376 

26,596 

937,480 

196,124 

570,876 

900 



2,256 

32,080 

67,100 

9,976 

189,308 

4,536 

2,276 

8,960 

456,232 

,508; 528 

30,424 

250 

44,640 

34,076 

348.060 

2,028 

4; 068 

12,208 



4,671,048 



1850. 



Quantity. 



588 

2,434 

1,092 

1,713 

3,470 

5,583 

121 

692 

4,613 

1,035 

182,023 

2,995,764 

38,166 

151,094 

12,415 

6,200 

4,320 

4,423 

620 

2,970 

27,600 

17,435 

11,541 

6,543 

89,652 

326,033 

2,394 

271 

52,000 

3,229 

452 

3,622 

915 

28,195 



Value. 



^1,764 
6,720 

31,008 
6,852 
1,120 
2,080 

9,408 

28,524 

2,944 

22,628 

584,784 

220,976 

643,028 

2,080 

200 

392 

26,252 

62,000 

8,688 

251,004 

8,720 

2,760 

3,748 

468,976 

,055,096 

23,788 

348 

64,580 

58,340 

263,100 



676 



3,881,280 



Custom-house, Q,uebec, March 13, 1852. 



COLONIAL AND LAKE TRADE. 



429 



No. 23. — An account of the staple articles, the ]}roduce of Canada, ^c, ex- 
ported in the year ended 5th January, 1852, as compared with the year 
ended 5th January, 1851. 



PORT OF MONTREAL. 



Description of goods. 


Year ended January 5, 1852. 


Year ended January 5, 1851. 


Acetate of lime 


38 casks. 

515 barrels of fresh and 1 box dried. . . 

21 , 042 bo rrels 


909 barrels fresh. 
14,844 barrels. 




7,250 barrels. 
5 18 packages. 


Ashes, pearl 

Bacon and hams 


6,221 barrels 


4 hlids. bacon; 5 hhds., 38 tierces, and 
32 casks, 17 barrels, | barrel, 3 boxes, 
and 450 loose hams; of these 5 hhds. 
and 12 loose hams foreign. 

50 kegs Canada and 1 box cherry. 

2 barrels • • • • • • • 


Barley ' 


19 barrels 


jBeef 


298 tierces, 670 barrels, and 12 half bar- 
rels; of these 28 barrels beef foreign. 

2 tierces and 1 cask. 

2,909 bags— 1,468 Canada, 1,441 man- 
ufactured in bond. 


1,853 barrels. 


Beeswax ••••..••.• 


Biscuit 




Bran ....•...•.•>.... 


1 000 bushf^ls 


Brandy ............ 


20 hogsheads (foreign.) 
491 bags. 




Bread 




Bricks 


8,000. 




55 dozen, 1 package, and 1 broom. 

20,767 kegs, 4 barrels and 12 half bar- 
rels, 164 firkins and 251 tubs, 35 
minots. 

113 boxes— 10 British, 3 Canada, 100 
manufactured in bond. 

18 stoves and 8 pieces. 

112 tierces, 77 barrels, 4 boxes, 2 pack- 
ages, 1 cask, 1 case. 1 cheese. 

8. 

54,658 bushels and 200 bags 


Butter 


10,015 kegs. 
189 boxes 




Cast-iron ware 

Cheese 


133 packages. 


Clocks 


Corn, Indian 


41,491 bushels. 
129,740 barrels. 


Flour 


230,466 barrel3-224,403 Canada, 6,063 

foreign. 
11 packages. 
15 packages, 16 casks, 8 cases, 1 pun. 

1 tierce, 1 barrel, and 1 bale. 
13 boxes and 9? boxes. 
43 kegs. 
29 half barrels. 
7 tons, 2 cwt. and 5 pounds. 
3 boxes, 3 tins, and 1 case. 
6,490 horns, and 51 tons, 6 cv/t. bones. 
236 barrels and 188 kegs; of these, 200 

barrels foreign. 

6,907 pieces 




Furs and skins 

Olass 


23 packages. 










Hoofs 








Horns and bones 

Lard 


35 tons horns and bones. 
4 b^? rrels and 908 kecrq 


Lumber, viz: 

Boards . 


7,487 pieces. 
3,146 pieces. 
622 pieces. 
18,032. 


Deals 


1,212 pieces 


Billets 




Handspikes . . . . 
Maple 


144 


9 logs. 

875 pairs . . . 


Oars 


1,367 pairs. 
338 pieces. 

231,861 pieces std. and bbls. 

375,400 pieces. 


Sawed pine . . . . 




Walnut 

Staves, std. and 

barrel. 
Puncheon 


5,000 feet. 

222,739 pieces std., 8,248 barrels 

292,183 pieces 


Heading 


2.000 pieces 


Meal, Indian 


1.531 barrels 


1,472 barrels. 
^'^9. bavrpl"? 


oat. ........... 


1,019 barrels and 12 half barrels 

11 cases and 8 casks. 


Naphtha 





430 



ANDREWS REPORT ON 
No. 23— PORT OF MONTREAL— Continued. 



Description of goods. 


Year ended January 5, 1852. 


Year ended January 5, 1851. 


Oats 




1,072 minots, 

200 tons, 7,608 pieces, and 

24 barrels. 
328 barrels. 


Oil cake 


88 tons, 8 cwt 3 qrs 








415 tons, 5 cwt. 

25 dozen. 

61 ,476 bushels, 543 barrels, and 50 half 

barrels. 
1 box 




Pails 




Peas 


209,874 bushels and 4Q6 bar- 
rels. 
100 boxes and 65 half boxes 


Pipes, tobacco 

Pork 


3,732 barrels, 1 tierce, and 4 half bar- 
rels; of these, 1,734 foreign. 
116 boxes. 

31 barrels. 

26 barrels and 82 casks. 

6 barrels. 

19 barrels and 260 bushels. 

19 boxes 


Ai'^ Vinrrpls 


Salseratus . .......*.. 




Seed, viz: 

Clover 

Timothy 

Millet 




Flax 




Soap ••« •••• • 


849 boxes 


Starch 


201 boxes and 1 case pulverized. 

7 boxes. 

1 keg and 1 jar. 

55 kegs and 4 barrels. 

50 barrels 




Sugar, maple 

Sirup, maple 




Tongues 




Vine^rar .«••••»••••• 


44 casks. 


Wheat ' ... . 


134,010 bushels 


87,953 bushels. 


Whiskpy 


14 hhds. and 4 quarter-casks, (British.) 

30 puncheons British returned. 
71 packages. 

$1,834,112 


Wooden manufactures 
Value 


$1,453,680. 









COLONIAL AND LAKE TRADE. 



431 



In addition to the foregoing, the following goods were exported in 
foreign ships from this port, which vessels proceeded to Quebec to clear 
outward, under a license granted in virtue of an order of his excel- 
lency the Governor General, in council, of the 23d February, 1850, 
and whose cargoes will consequently be included in the exports from 
that port : 



Description of goods. 



Year ending January 5, 1852. 



Apples 

Beef 

Butter 

Candles 

Flour 

Hams 

Lard 

Lumber, viz : 

Boards 

Planks 

Staves, standard., 
puncheon 

Oat-meal 

Paper , 

Pork , 

Tobacco 

Wheat 

Value 



87 barrels. 

25 barrels and 5 tierces. 
183 kegs and 50 tubs. 
600 boxes. 
6,367 barrels and 613 half barrels. 
6 tierces. 
292 kegs. 

340 pieces. 

100 pieces. 

1,451 pieces. 

4,600 pieces. 

50 barrels. 

18 bales 

75 barrels. 

25 boxes and 3,146 pounds foreign 
1,928 bushels. 

129,804. 



Custom-house, Montreal, January 6, 1852. 



R. H. HAMILTON, ComptroUe 



432 



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438 



ANDREWS REPORT ON 



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COLONIAL AND LAKE TRADE. 



439 



No. 30. — Abstract of merchandise received from the frontier districts ad- 
joining Canada, and re-warehoused in the district of New York, during 
the year 1851. 



Articles. 



Packages. 



Vah 



Ashes 

Beef 

Barley 

Butter 

Cotton and worsted 

Fire-engine 

Furs 

Flour.... 

Hams 

Leather 

Moccasins 

Oatmeal 

Peas 

Skins, dressed 

undressed.. . 

Wax 

Wine. . c 

Wheat 



2,593 barrels, 6 cases, 15| barrels 

100 tierces 

987 bushels 

1,340 kegs, 23 tubs, 1 barrel 

3 cases , 

In 5 cases and 1 bundle 

13 cases, 3 puncheons, 3 casks 

250,352 barrels 

16 casks M 

8 bales 

7 cases 

200 barrels 

2,439 barrels, 164^ barrels, 5,641 bushels 

1 case 

1 case 

20 bales , 

91 pipes, 121 half pipes, 5 quarters.. . 
712,403 bushels 



$62,562 00 


1,025 oO 


354 00 


8,791 00 


1,105 00 


1,230 00 


6,347 00 


846,814 00 


630 00 


519 00 


757 00 


666 00 


5,651 00 


316 00 


182 00 


1,300 00 


7,631 00 


481,213 00 


1,427,093 00 



District of New York, 

Collector's Office, March 22, 1852. 



No. 31. — Abstract of merchandise received from the frontier districts ad- 
joining Canada, and re-warehoused in the district of Boston and Charles- 
toivn, during the year 1851. 




Flour 

Ashes 

Butter 

Paper, writing 

Hams 

Peas 

Wheat. 

Curiosities, fossil remains 
&c 



28,763 barrels 

151 barrels 

1,069 kegs and tubs 

3 cases 

30 casks 

2,815 bushels 

15,030 bushels 

87 packages .... 



$96,256 00 
2,521 00 
7,466 00 
465 00 
890 00 
1,082 00 
8,628 00 

2,133 00 


119,441 00 



Collector's Office, 

District of Boston and Charlestoicn, March 15, 1852. 



440 



ANDREWS REPORT ON 
No. 32.— DISTRICT OF NEW YORK. 



Abstract of quantity and value of merchandise transported in bond to the fron- 
tier districts, to be exported to Canada, during the year 1851. 



Articles. 



Packages. 



Value. 



Books 

Brushes 

Beads 

Brandy 

Burr-stones 

Buttons 

Camphor 

Cordials 

Cassia 

Coffee 

Cloves 

Corks 

Cut glass 

Dry goods 

Drugs 

Earthenware 

Engravings 

Furs 

Fire-crackers 

Fish 

Flowers, artificial 

Ginger 

Gin 

Glassware 

Glass bottles 

Hardware 

Hemp, manufactures of. . . . . 

Hides 

Hats, wool 

Iron, bar 

manufactures of. 

sheet 

Jewelry 

Leather 

Leather, manufactures of. . . 

Looking-glass plates , , . 

Musical instruments 

Molasses 

Metal, manufactures of 

Nutmegs 

Oil cloth 

Oil 

palm 

paintings. 

Preserved fruit 

fish 

Plants 

Paper hangings.. 

manufactures of 

Pimento 

Perfumery 

Pepper 

Paints 

Railroad iron 

Rhubarb 

Rum 

Silks 

Spices 

Cigars 

Sugars 

Soap , 



1 

15 

45 

2,829 

1 

9 

50 

1,130 

200 

11 

13 

3 

259 

18 

2 

1 

14 

50 

35 

3 

6 

3 

17 

3,000 

59 

o 

7,474 

6 

300 

16 

340 

5 

10 

43 

2 

9 

245 

37 

6 

3 

29 

39 

2 

13,660 

77 

1 

2 

31 

182 

1 

90 

50 

29,098 

5 

22 

33 

3 

746 

2,484 

220 



cases and 2 boxes 

case and 2 casks 

cases 

hogsheads, 10 baskets, and 75 casks. 

pieces 

case 



casks 

boxes , 

mats, 248 cases, and 5 packages. 



bags and 20 bales 

cases 

cases, 62 bales, and 1 package 

cases, 3 bales, 1 ceroon, and 4 casks. 

cases, 50 crates, and 2 casks 

case and 1 package 

cases and 2 boxes 

cases and 100 boxes 

cases and 25 boxes 

cases and 2 packages 



hogsheads 

cases and 400 demijohns 

bottles 

cases and 151 casks 

coils 

hides 

cases 

bars 

cases, 6 casks, 50 packages, and 30 

bundles 

cases 

cases 

cases and 3 bales 

cases 

cases 

hogsheads 

cases and 1 cask 

kegs and 8 barrels 

cases 

casks and 50 baskets 

casks and 1 case 

cases 

boxes, 1,571 barrels, and 937 packages 

cases and 10 barrels 

box, (free) 

cases 

cases 

bags 

case 



casks 

bars 

cases 

hogsheads and 18 casks 

cases and 3 packages 

cases and 96 bags 

packages, 53 boxes, and 220 cases . 
hogsheads, 68 barrels, and 8 boxes, 
boxes 



^20,306 

352 

1,979 

4,829 

3,359 

320 

1,050 

143 

2,644 

2,344 

177 

997 

47 

66,942 

3,821 

1,837 

74 

6,061 

116 

828 

1,667 

10 

95 

834 

16 

19,516 

84 

16,029 

607 

309 

5,320 

1,265 

2,255 

2,722 

13,158 

238 

760 

2,826 

6,614 

1,487 

435 

1,915 

1,979 

32 

27,776 

1,329 

33 

241 

3,104 

1,626 

168 

336 

193 

108,534 

154 

1,757 

16,206 

717 

19,007 

107,049 

390 



GO 

00 

00 

00 

00 

00 

00 

00 

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00 

00 

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00 

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00 
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00 
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00 
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00 
00 
00 
00 
00 
00 
00 
00 
GO 



COLONIAL AND LAKE TRADE. 
No. 32— DISTRICT OF NEW YORK— Continued. 



441 



Articles. 


Packages. 


Value. 






$647 00 
20,059 00 






Tin 


1 108 boxes 


8,271 00 


Toys 


7 cases and 1 cask ....•<.....••.......... 


646 00 


Tin nlates 


1 225 boxes 


8,197 00 


Tea 


25 boxes and 157 chests 


5,907 00 
118 00 






Wine 


181 casks, 445 baskets, and 36 pipes. ........ 


15,820 00 


Wood 


1 case 


19 00 


Watches 


3 cases. .> 


1,439 00 










548,142 00 



No. 33.— PORT OF BOSTON. 



Abstract of quantity and value of merchandise transported in bond to the 
frontier districts, to he exported to Canada, during the year 1851. 




Books 

Dry goods 

Earthenware 

Plated ware 

Tea 

Straw hats 

Boots 

Raisins 

Hardware 

Hides 

Jewelry 

Watches 

Tin plates 

Cologne 

Cigars 

Saddlery 

Sheet iron 

Herrings 

Lemons 

Glass 

Saltpetre 

Nutmegs 

Salts of ammonia . . . 

Fish, preserved 

Grapes 

Hair seating 

Seal skins 

Musical instruments. 

Plants 

Pictures , 

Perfumery 

Paper 



52 

1,074 

9 

2 

48 

7 

2 

615 

63 
800 

25 
2 
488 
6 
3 
2 
6 

25 

50 
2 

75 
1 
1 

10 

40 
1 
1 
2 
1 
2 
3 
4 



cases, 1 bale, 3 chests 

cases, 410 bales , 

crates 

cases 

chests , 



cases 

boxes 

cases, 5 bales, 1 crate, 40 casks 

cases, 15 bales -. 

cases 

cases 

boxes 

cases 

cases, 20 boxes 

cases, 3 casks 

bales, 3 bundles 

barrels 

boxes 

boxes 



case . , 
case . 
boxes. 



case . 
case, 
cases 
box. . 
cases, 
cases 
cases 



$9,075 

518,557 

412 

491 

550 

1,224 

560 

877 

16,709 

3.162 

28,046 

2,243 

4,083 

177 

338 

824 

101 

61 

68 

279 

497 

197 

43 

111 

59 

285 

569 

247 

8 

283 

204 

431 

590,771 



442 



Andrews' report on 



No. 34. — Abstract of quantity and value of Canadian flour exported from 
the port of Boston to all sports during the year 1851. 

16,688 barrels Canada flour ; value $57,926 



No. 35. — Abstract of the quantity and value of Canadian flour exported from 
the port of Boston to the British American colonies during the year 1851. 

4,590 barrels Canada flour ; value P4,961 



No 36. — Flour and wheats the produce of Canada, exported from the port 
of New YorJc to the British colonies, Sfc, in 1851 ; a.7id also the value of all 
other Canada produce exported to the colo?iies and to Great Britain, ^c. 



Articles. 


Packages. 


Value. 


Ashes exported to G-reat Britain 


1 ,543 barrels 


$40,542 

16,086 

1,692 


Ashes exported to other ports 


878 barrels 




251 kegs 


Furs do do 


12 cases 


3,690 
2 975 


Furs exported to other places. 


2 cases, 3 casks, 3 puncheons . . 
20 bales 




1,300 
1 025 


Beef exported to Great Britain 


100 tierces 


Flour do do 


88,553 barrels 


302,920 
299,414 




86,689 barrels 


Flour exported to other ports 


100 barrels 


350 


Wheat exported to Great Britain 

Wheat exported to British provinces 


507,044 bushels 


344,568 


6,798 bushels 


4,666 







No. 37. — Statement of the value and quantity of Canadian flour and grain 
received in bond at the port of New York, and the value and quantity 
exported, during the year 1851. 



Articles. 


Packages. 


Value. 


Flour warehoused 


250,352 barrels 


$846,814 
602,684 


Flour exported 


175,342 barrels.. 




712,403 bushels 


481,213 
349,234 


W^heat exported 


513,842 bushels 









No. 38. — Total amount of wheat and flour in store, Deceinber 31, 1851. 



Articles. 


Packages. 


Value. 




63 569 barrels 


$210,600 
180,960 




278,516 bushels 







New York, March 16, 1852. 



COLONIAL AND LAKE TRADE. 



443 



No. 39. — A comparative statement of the gross and net revenue received 
from custom duties in Canada, for the years 1848, 1849, and 1850. 





1848. 


1849. 


1850. 


rr-rn^s^ rpppint<5 nf rlnfiPS 


$1,336,116 

130,388 


$1,778,188 
127,240 


$2,463,776 

* 138,248 


'^Viarrrpc; fnr pollppfion 






1,205,724 


1,650,948 


2,324,528 



In this item is included the sum of ^9,832 for return duties. 



No. 40. — Statement showing the relative amount of business done in Ameri- 
can and Canadian vessels at the undermentioned American ports, at which 
separate statements ha.ve been obtaijied, in 1850. 





In American. 


In Canadian. 


In bond, and 
character of ves- 
sel not stated. 


Totals. 


OaxxTPfPn ............. 


$597,399 
26,578 
93,068 


$1,490,223 
69,972 

222,845 




$2,087,622 
100 189 




$3,639 

130;987 


Buifalo 


446,900 




Total 


717,045 


1,783,040 


134,626 


2,634,711 





444 



ANDREWS REPORT ON 



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COLONtA-L ANB LAkH TRADE. 445 



PART VI. 



NEW BRUNSWICK. 

This province is situate between Canada and Nova Scotia, and 
abuts on the northeastern boundary of the United States, upon the line 
lately estabhshed under the Ashburton treaty. To the southward it is 
bounded by the Bay of Fundy, and is separated from Nova Scotia by 
a boundary line across the narrow isthmus which connects Nova Scotia 
with the continent of America. On the northeast New Brunswick is 
bounded by the Gulf of St. Lawrence and the Bay of Chaleur; it is 
divided from Canada by a line which follows for some distance the 
forty- ninth parallel of north latitude. 

The area of New Brunswick is estimated at nearl}^ twenty-two mil- 
lions of acres; its population, by a census taken during the year 1851, 
is a little over one hundred and ninety-three thousand souls. 

The great agricultural capabihties of New Brunswick, and its fitness 
for settlement and cultivation, are only now beginning to be know^n. 
The commissioners appointed by the imperial government to survey 
the line for a proposed railway from Hahfax to Quebec, thus speak of 
New Brunswick in their report: 

"Of the climate, soil, and capabilities of New Brunswick, it is im- 
possible to speak too highly. There is not a country in the world so 
beautifully wooded and watered. An inspection of the map will show 
that there is scarcely a section of it without its streams, from the run- 
ning brook up to the navigable river. Two-thirds of its boundary are 
washed by the sea ; the remainder is embraced by the large rivers, the 
St. John and the Restigouche. The beaut}^ and richness of scenery of 
this latter river, and its branches, are rarely surpassed by anything on 
this continent. 

" The lakes of New Brunswick are numerous and most beautiful; its 
surface is undulating — hill and dale — varying up to mountain and val- 
ley. It is everywhere, except a few peaks of the highest mountains, 
covered with a dense forest of the finest growth. 

" The country can everywhere be penetrated by its streams. In some 
parts of the interior, by a portage of three or four miles only, a canoe 
can float away either to the Bay of Chaleur or the Gulf of St. Lawrence, 
or down to St. John and the Bay of Fund}^ Its agricultural capabili- 
ties and chmate are described by Bouchette, Martin, and other authors. 
The countiy is by them — and most deservedly so — highly praised. 

"For any great plan of emigration, or colonization, there is not 
another British colony which presents such a favorable field for the 
trial as New Brunswick. 

"On the surface is an abundant stock of the finest timber, which in 
the markets of England realizes large sums annually, and affords an 



446 Andrews' report on 

unlimited supply of fuel to the settler. If the forests should ever be- 
come exhausted, there are the coal-fields underneath. 

" The rivers, lakes, and seacoast abound with fish. Along the Bay 
of Chaleur it is so abundant that the land smells of it. It is used as a 
manure;, and, while the olfactory senses of the traveller are offended by 
it on the land, he sees out at sea immense shoals darkening the surface 
of the water." 

This description of New Brunswick is given in an official report pre- 
sented by two very intelligent officers of the royal engineers, who were 
sent out from England to survey the proposed railway route, and ex- 
amine the country through which it would pass. They returned to 
England at the close of their labors, the results of which were laid be- 
fore Parliament. 

The principal river of Nevv Brunswick is the St. John, which is four 
hundred and fift}^ miles in length from its mouth, at the harbor of St. 
John, to its sources, at the Metjarmette portage. It is navigable for 
vessels of one hundred tons, and steamers of a large class, for ninety 
miles from the sea, to Fredericton, the seat of government. x\bove 
Fredericton small steamers ply to Woodstock, sixty miles further up the 
river ; and occasionally they make trips to the entrance of the Tobique, 
a farther distance of fifty miles. The Grand Falls of the St. John are 
two hundred and twenty-five miles from the sea. Above these falls 
the river has been navigated by a steamer forty miles, to the mouth of 
the river Madawaska, and from that point thf? river is navigable for 
boats and canoes almost to its sources. The Madawaska river is also 
navigable for small steamers thirty miles, to Lake Temiscouata, a sheet 
of water twenty-seven miles long, from two to six miles wide, and of 
great depth throughout. From the upper part of this lake to the river 
St. Lawrence, at Trois Pistoles, is about eighteen miles only, and pro- 
positions l>ave been made for establishing a communication between the 
St. Lawrence and the St. John, either by railway or canal, across this 
route. 

In connexion with the St. John is the Grand lake, the entrance to 
which is about fifty miles from the sea. This lake is thirty miles in 
length and from three to nine miles in width. Around the Grand lake 
are several workable seams of bituminous coal, from which coals are 
raised for home consumption and for exportation. 

The harbor of St. John is spacious, and has sufficient depth of water 
for vessels of the largest class. The rise and fall of tide is from twenty- 
one to twenty-five feet, and there is a tide-fall at the head of the 
harbor which effectually prevents its being ever frozen over or in the 
least impeded by ice during w-inter. Few harbors on the northeastern 
coast of North America, it" an}^ are so perfectly free from ice as St. 
John harbor. It is in latitude 45^ 16' north, longitude 66^ 4' west. 

The Peticodiac is a large river flowing into the Bay of Fundy, near 
its northeastern extremity. It is navigable for vessels of any size for 
twenty-five miles from its mouth, and for schooners of sixty or eighty 
tons for twelve miles farther. On the lower part of this river a very 
valuable mineral has recently been discovered, and the seam is now 
worked to considerable extent. By some this mineral is designated 
''jet coal," and by others it is considered pure asphaltum. It is black 



COLONIAL AND LAKE TRADE. 447 

and brilliant, highly inflammable, and yields a large quantity of gas 
of great illuminating power. The seam is worked at four miles from 
the bank of Peticodiac river, where it is navigable for sea-going ves- 
sels of large class. 

On the gulf-coast of New Brunswick there are many fine ship har- 
bors, each at the mouth of a considerable river ; and from these 
harbors much fine timber is shipped annually to England. 

The most southern of these harbors is Shediac, which is capacious, and 
with jsufficient depth of water for vessels drawing eighteen feet. Cap- 
tain Bayfield, R. N., marine surve^^or in the Gulf of St. Lawrence, says 
that Shediac harbor is the easiest of access and egress on this part of 
the coast, and the only harbor of New Brunswick, eastward of Mirami- 
chi, which a vessels in distress could safely run for in heavy northerly 
gales as a harbor of refuge. Tw^o rivers fall into Shediac harbor, 
which is fast becoming a place of importance. Should the proposed 
railway from St. John to Halifax be constructed, it will touch the gulf 
at Shediac, which will thus command a large trade as one of the great 
turning-points of the railway. 

Cocagne harbor is ten miles by the coast, northwardly, from Shediac 
harbor. Within this harbor, which is at the mouth of a river of the 
same name, there is abundance of space for shipping, and good 
anchorage in five fathoms water. The tide flows seven miles up the 
Cocagne river. There is much good timber on its banks, and the port 
has every facility for ship-building. 

Buctouche harbor is at the mouth of the Great and Little Buctouche 
rivers, nine miles by the coast northwardly of Cocagne. Formerly 
there was only twelve feet of water on the bar at the entrance to this 
harbor, but, owing to some unexplained cause, the water has gradually 
deepened of late years, and now vessels drawing thirteen feet have 
gone over the bar. There is much valuable timber on the banks of 
this river, and vessels up to fifteen hundred tons burden have been 
built at Buctouche. 

Twenty miles north of Buctouche is Richibucto harbor, which is ex- 
tensive, safe, and commodious. The river is navigable for vessels of 
large size upwards of fifteen miles from the gulf, the channel for that 
distance being from four to six fathoms in 'depth. The tide flows up 
the river twent3^-five miles. The shipments of timber and deals from 
this port annually are becoming very considerable. 

The extensive harbor of Miramichi is formed by the estuary of the 
beautiful river of that name, which is two hundred and twenty miles 
in length. At its entrance into the gulf this river is nine miles in width. 

There is a bar at the entrance to the Miramichi ; but the river is of 
such great size, and pours forth such a volume of water, that the bar 
offers no impediments to navigation, there being sufficient depth of 
water on it at all times for ships of six hundred and seven hundred 
tons, or even more. 

The tide flov/s nearly forty miles up the Miramichi from the gulf. 
The river is navigable for vessels of the largest class full thirty miles 
of that distance, there being from five to eight fathoms water in the 
channel ; but schooners and small craft can proceed nearly to the head 
of the tide. Owing to the size and depth of the Miramichi, ships can 



448 



REPORT ON 



load along its banks for miles ; its trade and commerce are already 
extensive, and will undoubtedly annually increase. 

At the northeastern extremity of New Brunswick, just within the 
entrance of the Bay of Chaleur, is the spacious harbor of Great Ship- 
pigan, which comprises three large and commodious harbors. Besides 
its facilities for carrying on ship-building and the timber trade, Ship- 
pigan harbor offers great advantages for prosecuting the fisheries on 
the largest scale. The general dryness of the air on this coast, and 
the absence of fog wdthin the Gulf of St. Lawrence, are peculiarly 
favorable to the drying and curing of fish, in the best manner, for dis- 
tant voyages. Owing to the erection of steam saw-mills at Great 
Shippigan, and the extensive fishery establishments set up there by 
Jersey merchants, there is considerable foreign trade. The dry fish 
are chiefly shipped in bulk to Messina and Naples, for which markets 
they are well suited. 

Little Shippigan harbor lies between the islands of Mescou and 
Shippigan. It is an exceedingly good harbor, being well sheltered, 
with safe anchorage in deep water. The main entrance is from the 
Bay of Chaleur. It is half a mile in width, with eight fathoms at low 
water, which depth is maintained well into the harbor. This is not a 
place of any trade, but it is greatly resorted to by American fishing 
vessels which frequent the Gulf and the Bay of Chaleur, as it affords 
them perfect shelter in bad weather. There are great conveniences for 
fishing estabhshments in this fine harbor ; and it w^ould afford great 
facilities and advantages to our fishermen if they were permitted to 
land and cure their fish upon its shores. 

Bathurst harbor is within the Bay of Chaleur, which in itself may be 
considered one immense haven ninety miles in length, and varying in 
breadth from fifteen to thirty miles. It is remarkable that within the 
whole length and breadth of the Bay of Chaleur there is neither rock, 
reef, nor shoal, and no impediment whatever to navigation. 

The entrance to Bathurst harbor is narrow; but within, it is a beauti- 
ful basin, three miles and a half in length and two miles in breadth, 
well sheltered from every wind. In the principal channel there is 
about fourteen feet at low water. Vessels drawing more than fourteen 
feet usually take in part of their cargoes outside the bar, where there 
is a safe roadstead, with deep water, and good holding-ground. 

No less than four rivers fall into Bathurst harbor, each of which fur- 
nishes much good timber. Ship-building is prosecuted in this harbor 
to some extent ; and there is a considerable export of timber and deals 
to England and Ireland. 

The entrance to the Restigouche^ at the head of the Bay of Chaleur, 
is three miles in width, with nine fathoms water — a noble entrance to 
a noble river. The main branch of the Restigouche is over two 
hundred miles in length. Its Indian name signifies " the river which 
divides like the hand," in allusion to its separation above the tide into 
five principal streams, or branches. These drain at least four thousand 
square miles of fertile country, abounding in tiuiber and other valuable 
natural resources, the whole of which must find their way to the sea 
through the port of Dalhousie, at the entrance to the Restigouche. A 
crescent-shaped cove in front of the town of Dalhousie is well sheltered, 



COLONIAL AND LAKE TRADE. 



449 



and has good holding-ground for ships in nine fathoms water. There 
are capital wharves and excellent and safe timber ponds at Dalhousie, 
affording every convenience for loading ships of the largest class. 

From Dalhousie to Campbellton the distance by the river is about 
eighteen miles. The whole of this distance may be considered one 
harbor, there being from four to eight fathoms throughout in the main 
channel, which is of good breadth. At Campbellton the river is about 
three quarters of a mile in width. Above this place the tide flows six 
miles, but large vessels do not go farther up than Campbellton. 

The country watered by the Restigouche and its branches is yet 
almost wholly in a wilderness state, and nearly destitute of population ; 
but its abundant and varied resources, and the size and character of 
this magnificent river, must hereafter render the northeastern portion of 
New Brunswick of great consequence. 

TRADE AND COMMERCE OF NEW BRUNSWICK. 

The present value of the trade and commerce of this large and highly 
favored colony, as yet but very thinly peopled, will be best estimated 
by the following tables. 

The value of the imports and exports of the whole province, in 1849 
and 1850, is thus stated: 



Countries. 


1849. 


1850. 




Imports. 


Exports. 


Imports. 


Exports. 


d-rpaf Tiritain . ............ 


#1,507,340 

5,560 
517,300 


$2,319,070 

57,360 

270,475 

6,260 

257,910 

96,235 


P, 988,195 

11,565 

674,685 

25,135 

1,310,740 

67,335 


$2,447,755 

90,350 

297; 869 

8 105 


British colonies — 

AV^pst Tnriips! ... ...... 


British North America . 


United States 


1,322,810 
114,825 


387 000 


Fovpiorn Stafps. ............ 


59 020 






Total 


3,467,835 


3,007,310 


4,077,655 


3,290,090 





The following is an account of the vessels, and their tonnage, which 
entered inward and cleared outward at all the ports of New Bruns- 
wick, in 1849 and 1850 : 





1849. 


1850. 


Countries. 


Inward. 


Outward. 


Inward. 


Outward. 




No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


Orpat Bi"ita in ........... 


325 

1,213 

1,304 

51 


140,024 
81,050 

182,007 
13,106 


769 
1,172 

928 
25 


300,806 

68,097 

84,742 

3,769 


233 
1,281 
1,457 

68 


95,393 

81,424 

242,104 

17,701 


768 

1,241 

937 

25 


303 617 




70,155 

87,925 
3,826 


United States 


Foreign States 


Total 


2,893 


416,187 


2,891 


457,414 


3,039 


436,622 


2,971 


464,983 





29 



450 



ANDREWS REPORT ON 



The number of new ships built in New Brunswick during 1849 and 
1850 is thus stated : 



IS. Tons. 

In 1849 114 36,534 

In 1850 86 30,356 



The number and tonnage of vessels owned and registered in New 
Brunswick in the same years are as follows : 





On December 31, 1849. 


On December 31, 1850. 




Vessels. 


Tons. 


Vessels. 


Tons. 


At St John ...«r 


505 

90 

180 


93,192 

7,464 
16,819 


535 
92 

180 


99,490 
6,282 




At St Andrew's. 


16,224 






Total. 


775 


117,475 


807 


121,996 





The following tables and statements are given with the view of 
showing the trade of the port of St. John, and of the various other sea- 
ports of New Brunswick, during the years 1850 and 1851 : 



No. 1. 



Abstract of the trade of the port of St» John, showing the shi'ps and tonnage 
employed, and the relative value of the imports, distinguishing foreign 
goods from goods of British produce and manufacture, during the year 
ending December 31, 1850. 



From what countries. 


Vessels inward. 


Value of imports. 


Total. 




Number. 


Tons, 


British. 


Foreign. 




Great Britain and Ireland. . . . 
TTnitprl States 


133 

694 

815 

12 

19 

18 

1 


58,251 

145,095 

45,153 

1,514 

2,908 

6,926 

292 


P, 546, 395 

196,405 

304,115 

10,200 


1126,450 

877,350 

85,455 


#1,672,845 

1,073,755 

389,570 

70 90(1 


British N. A. Colonies 


Trnrpiun West Indies 


65,260 


65,260 


"Cz-vvoi cen V,u rnnfi ............. 


4,650 

20,485 






20,485 






Totals. ...•...«••..•■■•. 


1,692 


260,139 


2,082,250 


1,154,515 


3,236,765 





tJOLDNIAL AND LAKE TRADE. 

No. 2. 



^Abstract of the trade of the port of St, John, showing the s 
cleared outward, and the relative value of the exports, disti 
goods from goods of British produce and manufacture 



ending December 31, 1850. 



451 



tonnage 

ingforeign 
the year 



To what countries. 


Vessels outward. 


Va.lue of exports. 


Total. 




Number. 


Tons. 


British. 


Foreign. 




Great Britain and Ireland. . . . 

British N. A. Colonies 

United States 


457 

794 

405 

37 

15 

3 

1 

2 


190,215 

40,309 

45,214 

5,141 

2,150 

466 

402 

424 


#1,547,335 

108,015 

187,355 

54,245 

33,455 

7,190 

3,405 

3,855 


#96,055 

37,095 

106,200 

355 


#1,643,390 

145,110 

293,555 

54,600 


British West Indies 




33,455 


South America. 


195 

840 


7,385 


Australia 


4,245 




3,855 




* * * 


Totals 


1,714 


284,321 


1,944,855 


240,740 


2,185,495 



No. 3. 



Abstract of the trade of the port of St. John, showing the ships and tonnage 
entered inward, and the relative value of the imports, distinguishing foreign 
goods from goods of British produce and manufacture, during the year 
ending December 31, 1851. 



From what countries. 


Vessels inward. 


Value of imports. 


Total. 




Number. 


Tons. 


British. 


Foreign. 




Great Britain and Ireland .... 

British N. A. Colonies 

British West Indies 


143 

737 
8 

23 
605 

11 


64,113 

42,048 

1,750 

3,342 

166,952 

4,245 


#1,855,270 

322,845 

3,705 


#87,105 
107,485 


#1,942,375 

430,330 

3,705 

105,610 

1 458 205 


Foreign West Indies 


105,<610 

1,154,280 

26,510 

- 


United States 


303,925 




26,510 






Totals 


1,527 


282,450 


2,485,745 


1,480,990 


3,966,735 





452 



ANDRIEWS' REPORT ON 

No. 4. 



Abstract of the trade of the port of St. John, showing the ships arid tminage 
cleared outward^ and the relative value of the exports^ distinguishing foreign 
goods from goods of British produce and manufacture, during the year 
ending December 31, 1851. 





Vessels outward. 


Value of exports. 




To what countries. 


Number. 


Tons. 


British. 


Foreign. 


Total. 


Great Britain and Ireland .... 
United States 


440 

359 

695 

25 

21 

3 

2 


208,889 

64,344 

42,041 

3,472 

3,688 

1,772 

615 


#1,915,210 

148,270 

171,665 

21,350 

53,105 

23,330 

4,325 


#17,080 

164,425 

44,720 

265 

1,040 

3,735 

1,410 


#1,932,290 

312,895 

216,385 

21,615 


British N. A. Colonies 

British West Indies 


Foreign W^est Indies.. ....... 


54,145 


South America. 


27,065 


Austraha 


5,735 






Totals 


1,545 


324,821 


2,337,455 


232,675 


2,570,130 







From these returns, it is apparent that the imports of St. John de- 
creased in the year 1851, while the exports increased considerably — 
thus: 



1850. 



Total imports $3,966,735 

Total exports 2,185,495 



1851. 

$3,236,765 
2,570,130 



Decrease, $729,970 
Increase, 384,635 



The following is an account of the timber and lumber cut on Ameri- 
can territs^ry, and floated down the river St. John, which was exported 
to the Umted States under certificate of origin, in the years 1850 and 
] 851, with their estimated value : 





1850. 


1851. 


Articles. 
* 


Quantity. 


Value. 


Quantity. 


Value. 


Boards and scantling, M feet 


2,658 

2,599 

4,169 

40 

30 

20 

1,324 

553 

28 


#27,670 

40,070 

10,490 

355 

150 

20 

8,965 

400 

55 


2,784 
3,857 
6,808 
113 
727 
215 
565 


#35,775 


Clapboards M 

Shingles do 


95,950 
17,030 


Palings do 


615 


Hackmatack timber. . . .tons 


3,635 


Laths M 

Pine timber tons 


270 
3,955 


Ship-knees • . . . . .pieces 




Spars do 


220 


'^■^mm 985 


Total value 




88,175 




158,165 











COLONIAL AND LAKE TRADE. 



453 



From the foregoing, it will be seen that the export to the United 
States of American timber and lumber, cut on the upper St. John, and 
shipped through the port of St. John, has very nearly doubled within 
the last year, and is understood to be annually increasing. 

The following is an account of the principal articles of colonial pro- 
duce, growth and manufacture, exported to the United States from the 
port of St. John, N. B., during the year ended 31st December, 1851, 
with their value : 



Articles. 



Quantity. 



Value. 



Boards and scantling M feet. . . 

Pickets and palings M pieces. 

Laths do ... . 

Shingles do . . . . 

Clapboards M.. . . 

Hackmatack timber and knees tons. . . 

Spars pieces . 

Staves M.. . . 



Fire-wood cords . ... 

Lime hhds 

Gypsum tons 

Grindstones pieces . . . . 

Ox horns hhds and crates. 

Potatoes bushels. . . . 

Coal tons 

Black lead cwt 

Potash barrels 

Sheepskins crates 

Railway sleepers M feet 

Pig iron tons 

Oats bushels. . . . 

Smoked herrings boxes . . . . 

Mackerel ~ barrels. . . . 

Salmon, preserved packages . . . 

Salmon, fresh No 

Shad barrels. . . . 

Alewives and herrings do 



Total value. 



2,997 

331 

1,009 

383 

150 

466 

10 

643 

173 

238 

1,652 

65 

32 

8,900 

195 

152 

32 

123 

379 

91 

4,800 

1,392 

10 

766 

4,437 

184 

6,892 



#37,285 

1,655 

1,270 

960 

3,750 

2,695 

50 

8,035 

865 

390 

2,120 

80 

330 

6,180 

900 

325 

320 

5,275 

2,500 

3,405 

2,400 

1,865 

60 

16,115 

4,440 

1,345 

21,565 



125,080 



The total value of the like description of articles exported from the 
port of St. John to the United States in 1850, was $157,695 ; showing 
a decrease of that class of exportations to the extent of $32,615 in the 
year 1851. 



454 



ANDREWS REPORT ON 



The following is a statement in detail of the various articles, the 
growth, produce, or manufacture of the United States, imported into 
the port of St. John during the year 1850, with the value of each de- 
scription of articles: 



Articles. 



Quantity- 



Apothecary ware 

Ashes. 

Ale and porter 

Bricks , 

Books and stationery 

Bran 

Boats 

Bread 

Butter and cheese 

Barilla 

Broom brush 

Bark 

Soap*and candles 

Coffee and cocoa 

Coal 

Indian corn 

Canvass 

Cork 

Cattle 

Clocks 

Cement. ^ 

Combs. , 

Copper and yellow metal .... 

Cordage 

Carriages 

Confectionary 

Dyewood 

Earthenware 

Furs 

Fruits and vegetables 

Dried fruits , 

Feathers , 

Fireworks 

Furniture 

Wheat flour 

Rye flour 

Fire engine , 

Groceries 

Glassware 

Glue 

Grain, wheat 

Haberdashery 

Hay 

Hair , 

Hemp 

Hops 

Hides 

Iron, wrought and unwrought 
Iron castings 

Indigo 

India rubber goods 

Jewelry 

Leather 

Lumber 

Lignumvitee 

Lard 

Live stock. < 



1,080 

98,133 

3,148 

30,000. 

1,761 

100 

4. 

1,253 

233 

66 

53,954 

30,606 

10,060, 

155,050, 

2,321 

57,462 

10,194 

25 

12 

2. 

515 

16 

261 

329 

20. 

11 

1,243 

70 

62, 

4,771 

1,140 

18 

1 

1,214 

37,082 

14,300, 

1. 

505 

1,109, 

2 

193,723 

1,576 

492 

2 

118 

43, 

78, 

276 

573 



168 

272 

24 

1,128 

1,995 

55 

8,874 

1 



pounds, 
gallons 



packages 



cwt. . . . 
cwt. . . . 
tons .. . 
pounds. 
, .do.... 
,.do.... 
,.do.... 
tons .. . 
bushels 
yards. . 



head. 



barrels . . . 
packages 

cwt 

packages 



cwt 

cwt ..... 

packages 
. . .do... . 
...do.... 

cwt 

cwt 

box 

packages 
barrels . . . 
.do 



packages 
. . .do... . 



bushels . . 
packages 
tons 



bales , 
.do.. 



tons 

pack's, 752 
pieces, and 
453 cwt... 

pounds 

packages . . 

. . .do 

...do 

feet 

tons 

pounds 

horse, and 
6 coops of 
poultry . . . 



COLONIAL AND LAKE TRADE. 

Imports into the port of St» John — Continued. 



455 



Articles. 



Quantity. 



Value. 



Matches 

Meal 

Meat, salted 

Mahogany and rosewood 



Mats; 

Musical instruments 

Machinery, (planing, &c.). 

Molasses 

Moulding sand , 

Manure 

Marble 

Nuts 

Minerals , 

Naval stores , 

Oil, fish , 

Oil, palm 

Oars 

Plaster , 

Oakum 

Oysters 

Prints. 

Rice 

Paint and putty 



Sugar, refined 

Sugar, Muscovado. 

Spirits 

Spices 

Sirup 

Stoves 

Seeds 



Shot 

Scythe and grain stones . . . , 

Starch 

Tallow and soap grease 

Tea 

Tobacco 

Timber, locust 

Timber, pitch-pine and oak. 

Treenails , 

Turpentine , 

Varnish 

Vinegar 

Wine 

Whalebone 

Wooden-ware 



28 cases 


P70 


8,118 barrels 


24,657 


13,551 cwt 


86,616 


4,912 ft., 56 pieces, 




4 packages. 


688 


50 packages . . 


370 


25. ...do 


1,212 


27.... do 


2,095 


77,629 gallons.... 


8,295 


48 tons 


77 


75 barrels 


222 


33 tons 


808 


301 packages . . 


2,508 


1 package.. . . 


10 


2,260 barrels 


4,376 


6,215 gallons .... 


4,588 


78 cwt 


685 


20 pairs 


21 


240 barrels 


310 


19 tons 


1,861 


193 barrels 


360 


6 packages . . 


100 


209,048 pounds 


8,042 


108 kegs and 




barrels. .. . 


690 


516 cwt 


4,387 


3,602 cwt 


20,317 


22,376 gallons 


19,442 


116 packages . . 


676 


84 gallons 


75 


1 


25 


7,952 pounds and 




24pkgs.. 


1,392 


2 cwt 


12 


47 packages . . . 


353 


19 boxes 


78 


3,072 cwt 


22,470 


41,246 pounds 


9,558 


37, 484.... do 


68,356 


7 tons 


142 


1,677.. do 


11,937 


58,818 


972 


2,235 gallons 


858 


1,625... do 


708 


15, 999... do 


1,575 


4, 380. ..do 


2,922 


3 packages . . . 


62 


2,779. ..do 


12,378 



Total value , 



1,120,582 



The following is a detailed statement of the principal articles im- 
ported from the United States at the port of St. John, in the year 
1851, with their value : 



456 



ANDREWS REPORT ON 



Articles. 



Quantity. 



Apothecaries' ware ■ . . . 

Ale and porter 

Ashes 

Books and stationery 

Butter and cheese 

Bread 

Barilla , 

Broom-straw 

Candles and soap , 

Coffee 

Coals 

Cider and vinegar 

Cordage 

Carriages 

Dye wood 

Earthen and glassware 

Fruit and vegetables 

Furniture 

Dried fruit , 

Wheat flour 

Rye flour 

Musical instruments 

Corn-meal , 

Wheat , 

Corn and other grain 

Groceries 

Haberdashery , 

Hides 

Hops 

Hemp 

Hardware 

Wrought and cast-iron wares 

India rubber goods 

Leather manufactures and leather. 

Salted meats , 

Molasses 

Marble and other stone 

Cabinet- wood, veneers, &c 

Naval stores 

Oysters 

Oil 



Plaster , 

Palm oil 

Rice 

Seeds 

Refined sugar. 
Brown sugar . . 

Spirits 

Tallow 

Tea , 



Treenails , 

Tobacco , 

Wood-wares . . . . , 

Lignumvitae 

Wine , 

Copper 

Hay 

Paints 

Pitch-pine timber, 

Live stock 

Machinery , 

Printing press ... 
Fire-engines .. . . , 



Total value. 



3,506 
1,001 



gallons, 
cwt. . . . 



371 

66 

159 

158 

1,007 

1,816 

123 

219 

22 

133 



cwt. 

cwt 

tons 

cwt 

cwt 

cwt , 

tons 

barrels . . , 
packages , 



cwt. 



1,395 

68,878 

2,028, 

13. 

5,549 

157,900 

40,246 



cwt . . . 
barrels . 
..do... 



barrels, 
bushels 
..do... 



254 

60. 

217. 



bales, 
.do., 
.do.. 



500 packages. 



9,875 
27,600 



cwt.. . . 
gallons. 



1,840 

278. 

12,832 

406 

24 

2,519 

212 

1,192 

2,515 

72,820 

4,182 

5,259 

211 

3,777 



barrels .... 

..do 

gallons.. . . 
barrels .... 

cwt 

cwt 

bushels . . . , 

cwt 

cwt 

gallons. ... 

cwt , 

chests, 84 
lbs. each. . 

M 

cwt 



21 
3,159 

38 
34 
15 

4,228 
1 



tons 

gallons.. . . 

cwt 

tons 

cwt 

tons 

bull 



1,422,930 



COLONIAL AND LAKE TRADE. 457 

From the two preceding tables it will be seen that the value of im- 
ports from the (United States at the port of St. John in 1850 was 
$1,120,582; and in 1851 was $1,422,930; showing an increase in the 
latter year of $302,348. 

An examination of these tables will also show that the imports of 
coals and timber at St. John from the United States, both in 1850 and 
1851, far exceeded the value of similar articles exported to the United 
States in those years. 

The quantity of coals of colonial produce exported to the United 
States from St. John in 1850 was only 65 tons, while in that year the 
quantity of coals imported from the United Slates at the same port was 
2,321 tons. The coals exported were of the soft, bituminous descrip- 
tion, while those imported were anthracite, the use of which in this 
colony for steamboats and foundries, and also for domestic use, to 
which they have not yet been applied, would be largely increased if 
they were imported free of duty. In 1851 the coals exported amounted 
to 195 tons, and the import from the United States to 1,816 tons. 

It will also be observed that New Brunswick imports from the 
United States large quantities of pitch-pine and other timber which are 
in much request for ship building and other purposes. In 1851 no less 
than 4,228 tons of pitch-pine timber, valued at $20,290, was imported 
at St. John from the United States. The demand for pitch-pine, oak, 
locust, hickory, and black walnut, none of which are found in New 
Brunswick, would be greatly increased if they were free of duty; and 
various other descriptions of wood for cabinet work would also be 
sought after under the like circumstances. 

The coals and timber of New Brunswick and the United States, 
differing, as they do, so widely in character and uses, may be fairly 
exchanged with each other, each having its own peculiar advantages 
for certain purposes. 

The number of vessels belonging to the United States which entered 
at the port of St. John during the year 1851 was 92, of the burden of 
37,308 tons. The largest of these vessels took cargoes of timber and 
deals from St. John direct to ports in the United Kmgdom, earning fair 
freight. The number so employed in 1851 was 41, of the burden of 
29,831 tons. The remaining 51 vessels, of the burden of 7,477 tons, 
were employed in voyages between St. John and the United States. 

The number and tonnage of new ships built and fitted out at th^ 
port of St. John in 1850 and 1851 are as follows : 



Year. 


Number. 


Tons. 


1850 


58 
74 


20,377 
38,960 


1851 







Of the new ships built at St. John in 1851, fourteen, measuring 
10,332 tons, were for owners in the United Kingdom, and twenty-one 
others, of the burden of 11,398 tons, were sold and transferred toother 
ports during the year. This amounts to 21,730 tons of shipping ex- 



458 

ported from St. John during the past year, estimated at $800,000, 
which does not appear in the export returns. 

A great improvement in the model and finish of New Brunswick 
built ships has taken place within a few years, and their value has 
thereby been greatly augmented in the English market. Larch timber, 
better knov/n by its local names of hackmatac or tamarack, is now 
chiefly used in the construction of the New Brunswick ships ; and this 
wood has been so greatly approved, that in 1850 the committee of 
underwriters at Lloyd's decided to admit hackmatac vessels to the 
red star class for six years. This year the same committee has further 
resolved to admit these vessels to the seven-years class. The resolu- 
tion runs thus : 

* Hackmatac, tamarack, juniper, and larch, of good quality, free from 
sap, and not grain-cut, will be allowed in the construction of ships in 
the seven-years class, for the following parts: Floors; first, second, 
and third foot-hooks and top-timbers ; stem and stern post ; transoms, 
knight-heads, hawse-timbers, apron, and dead-wood." 

The number of vessels belonging to the port of St. John on the 31st 
day of December, 1850, was 535, of the burden of 99,490 tons. On 
the 31st day of December, 1851, the number was 518, of the burden 
of 94,810 tons ; the decrease is attributed to a number of old vessels 
being sold during 1851. 

The population of St. John being under 30,000 souls, the proportion 
of tonnage to population is unusually large. 



COLONIAL AND LAKE TRADE. 



459 



An account of the numbers, tonnage, and men, of vessels that entered inward 
and cleared outward at the yort of St. Andrews and its out-bays in 1850. 



Place whence entered, 


Vessels. 


Port. 


Entered inward. 


Cleared outward. 


or to which cleared. 


No. 


Tons. 


Men. 


No. 


Tons. 


Men. 


United Kingdom 


British.- 
Foreign < 

British.^ 

Foreign. . 
British... 
British... 

British, j 

British. J 
Foreign < 


St. Andrews. .. . 
St Stephens.... 
Campo Bello. .. . 
Magaguadario . . 


8 
1 
3 


2,374 

327 
736 


89 
12 

27 


16 

16 

1 

16 


4,966 

8,219 

598 

7,076 


169 

36S 

20 

229 




Total 

St AnflrpTO"^ - - - - 












12 


3,437 


128 


49 


20,859 


784 










3 
3 

2 


908 
1,042 
1,235 


33 


United Kingdom 


St. Stephens. . . . 








33 










37 




Total 


















8 


3,185 


103 




St. Andrews. .. . 
St. Stephens.... 
M^as'afifuadario • 












1 

8 


414 
1,766 


19 

81 








British West Indies. . . . 


21 
1 
1 


3,536 
154 
227 


181 
6 




Campo Bello... . 

Total 

St. Stephens... . 


2 


242 


13 


11 




11 


2,422 


113 


23 


3,917 


198 


British West Indies 








2 


250 


12 




St. Stephens. . .. 










Montevideo 








1 


167 


9 




Campo Bello. . , . 

St. Andrews. . . . 

St. Stephens 

Magaguadario . . 
Campo Bello. . . . 

Total 

St. Andrews. ... 

St. Stephens 

Magaguadario . . 
Campo Bello. . . . 

Total 

St. Andrews. . .. 

St. Stephens 

Magaguadario . . 

Total 

Grand total. 










Island St. Martin 


2 


250 


13 
















British N. A. Colonies. . 


14 

38 

6 

15 


572 
1,544 

503 
434 


44 
117 

28 
53 


It 

7 
23 


751 

772 
219 
644 


54 

81 
24 

77 




73 


3,053 


242 


74 


2,386 


236 


United States 


126 
23 

103 
22 


8,775 

8,228 

7,664 

867 


448 
264 
401 

72 


28 

1 

108 

23 


1,534 

707 
2,657 
1,400 


96 
15 




284 
94 




274 


25,534 


1,185 


160 


6,298 


489 


United States 


339 

15 

6 


33,901 

2,388 
1,708 


2,026 
89 
55 


332 

7 
5 


32,885 
884 
567 


1,986 
29 




21 




360 


37,997 


2,170 


344 


34,296 


2,036 




732 


72,693 


3,851 


661 


71,358 


3,867 



The total amount of shipping owned at the port of Miramichi on the 
31st day of December, 1851, was 93 vessels — 7,466 tons. During 
1851, the number of new vessels built on the gulf coast of New Bruns- 
wick was twenty-one, measuring 11,879 tons ; of these four were over 
1,000 tons each, and five were over 700 tons each, 



460 



ANDREWS REPORT ON 



The vessels which entered inward and cleared outward at Miramichi 
during, the years 1850 and 1851 were as follows: 





1850. 


1851. 


Countries. 


Inward. 


Outward. 


Inward. 


Outward. 




No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 




42 

118 

29 

13 


16,438 

10,695 

7,512 

3,088 


95 

92 

3 

6 


34,886 

4,888 

102 

501 


48 

124 

38 

9 


19,017 

10,305 

9,152 

1,512 


104 

100 

6 

6 


39,146 


British Colonies 


5 581 


United States 


307 


Foreign States 


220 


Total 


202 


37,733 


196 


40,377 


219 


39,986 


216 


45 254 







The total value of imports and exports at Miramichi in 1851 is thus 
stated: Imports, $347,990; exports, $411,700. 

Of the imports at Miramichi in 1851, goods and merchandise from 
the United States, of similar descriptions to those imported at St. John, 
were received to the extent of $47,435. 

The exports to the United States in 1851 were as follows : 



Articles. 



Quantity. 



Value. 



Alewives. 
Salmon. . 
Shad.... 



Herrings ...,..., 

Mackerel 

Preserved salmon. 
Shingles , 



1,337 barrels. 

458. 

2. 

3. 

55. 

2. 

73,736 pounds 
77,000 



.do. 

..do 

..do 

..do 

..do 



Total 



f4,160 

5,715 

10 

15 

155 

15 

13,050 

135 



23,255 



In the year 1850 five American ships, of the burden of 2,273 tons, 
took cargoes of timber and deals from Miramichi to London ; and in 
1851, six American ships, of the burden of 2,954 tons, also took car- 
goes to the United Kingdom from this port, under the provisions of the 
British navigation laws. 

At the port of Dalhousie the value of imports in 1851 was $128,570; 
of exports, $152,015. There were 28,202 tons of pine timber exported 
to the United Kingdom in 1851. The shipping returns at this port are 
as follows: Inward, 108 vessels — 21, 774 tons; outward, 102 vessels — 
23,666 tons. 

At Bathurst the value of imports in 1851 was $77,850; of exports, 
$115,090. Shipping, inward, 89 vessels — 14,065 tons; outward, 79 
vessels — 15,99J tons. 

At Richibucto the value of imports in 1851 was $109,000, and the 
value of exports, $133,155. Shipping, inward, 106 vessels — 16,786 



COLONIAL AND LAKE TRADE. ^Bl 

tons; outward, 105 vessels — 18,305 tons. Among the vessels at 
Richibucto in 1851 were the following vessels not British: 



Name of vessel. 


Nation. 


Whence. 


Tons. 


Cargo inward. 


Whither bound. 


Cargo. 




Norwegian .. 

Prussian 

Norwegian 


Calais, France.. 
New York 


244 
250 
861 
183 
345 
855 
191 
350 
828 
414 
374 
276 
364 
844 


BaUast 


London 

Hull 


Deals. 


Cora 


....do 


. do. 


liollando 


do 


Gloucester 


do 








....do 


....do 


..do. 


Fortuna 


Norweerian 




....do 


do . 


do 










Hull 




Pacific 


American 

do 


New York 

do . . 




Belfast, Ireland. 
Hull. 

Grimsby 

..do 


Deals 








Paladin .... 




....do 




Deals and spars. 
Deals 


T^ofna 


Norwegian .. 


....^o. ........ 




Minerva 


,...do 




....do 


..do. 


Mathilda Helena 


Mecklenburs 






HuU 


Deals and spars. 
Deals. 




Prussian 

Norwegian ,. 


Halifax 

New York 


British goods. . . 
Ballast 


Cork 


Marthina 


Fleetwood . . . . 


..do. 











The trade of the colony of New Brunswick for the year 1851 is thus 
summed up : 

Imports at St. John . . $3,749,585 

Imports at ports on the Gulf . = .........„, 877,855 

Imports at St. Andrews - 225,000 

Total imports in 1851 4,852,440 

Total imports in 1850 4,077,665 



Increase in 1851 



774,775 



Exports from St. John $2,055,130 

Exports from ports on the Gulf 1,454,975 

Exports from St. Andrews 270,000 

Total exports in 1851 3,780,105 

Total exports in 1850 3,290,090 



Increase in 1851 



490,015 



Shi-ps inward and outward in New Brunswick in 1851. 





Great Britain. 


British Colonies. 


United States. 


For'n States. 


Total. 




No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


Inward 

Outward 


273 
815 


113,665 
347,757 


1,275 
1,182 


87,965 
73,280 


1,453 
950 


274,594 
111,772 


57 

34 


12,926 
5,719 


3,058 
2,981 


489,150 

538,528 



462 ANDREWS' REPORT ON 

Shvps and vessels owned in New BrunswicJc, December 31, 1851. 





Number. 


Tons. 


Total. 




Number. 


Tons. 


Sailing vessels — 

Under 50 tons •....•■••••• 


438 
340 


10,857 
105,854 


778 
18 




Ahnvfi 50 tnns ............................. 






116,711 


Steam vessels — 


5 
13 


136 
1,441 


Above 50 tons .....«•• 






1,577 








Total 


796 


118,288 









Number of new vessels built in New Brunswick in 1851. 



Number, 



Tons. 



St. John 

Miramichi . . 
St. Andrews 




28,628 

5,603 

109 



87 



34,350 



An average of nearly 400 tons to each vessel. 

The value of imports into the port of St. John and its outbays from 
the United States in 1851 was $1,530,900, being an increase on the 
preceding year of $365,000. Fully one-third of all the imports into 
Nev7 Brunswick are drawn from the United States, and the amount 
would be greatly increased under more liberal arrangements. 

Fisheries of New Brunswick in the Bay of Fundy. 

The following statement of the extent and value of the New Bruns- 
wick fisheries in the Bay of Fundy is from an official document, com- 
piled with great care, in 1850, by a gentleman who, in that year, was 
appointed to visit and inspect the various fishing stations and establish- 
ments in the bay : 

Grand Mana?i, — At this island there are twenty-four fishing vessels, 
with two hundred and ninety-one men ; and ninety-four boats, with two 
hundred and eighty-two men. The precise quantities of cod, pollock, 
hake, haddock, and herrings are not stated, but the total catch is esti- 
mated at $37,500. 

CampoBello. — At this island there are eleven fishing vessels, with fifty- 
two men; fifty boats, with one hundred men; and twenty-one weirs, at- 
tended by one hundred men. The catch of all these in 1850 is thus 
stated : 5,340 quintals of pollock, 1,750 quintals of cod, 5,100 barrels 
of herrings, 480 barrels of mackerel, 150 barrels of pickled haddock 



COLONIAL AND LAKE TRADE. 463 

and cod, 120 barrels of oil, and 40,000 boxes of smoked herrings. 
Total value, $40,940. 

West Isles. — At this group of islands (in the immediate vicinity of the 
boundary, near Eastport) there are twenty-seven fishing vessels, with 
one hundred and fifty-six men ; two hundred boats, with five hundred 
men ; and seven weirs, attended by thirty-five men. The catch of 
these in 1850 is thus stated : 20,800 quintals of pollock and hake, 
3,750 quintals of cod, 3,500 barrels of herrings, 800 barrels of pickled 
cod and haddock, 450 barrels of oil, and 5,000 boxes of smoked her- 
rings". Total value, $51,060. 

Harhor of St. John. — In this harbor there are about two hundred 
boats and five hundred men employed in the fisheries. The catch of 
1850 is thus stated : 40,000 salmon, (exported to Boston, &c., fresh, in 
ice,) 14,000 barrels of alewives, and 1,200 barrels of shad. Total 
value, $100,000. 

Cumherland hay.-— hi the northeastern arm of the Bay of Fundy, 
known as Cumberland bay, there are two hundred and thirteen fishmg 
boats, with five hundred and twenty men. The catch of 1850 is thus 
stated : 4,100 barrels of shad. Value, $24,000. 

At various smaller stations on the bay shore the fisheries for shad, 
salmon, herrings, cod, pollock, hake, and haddock, were, in 1850, es^ 
timated at the value of $10,000. 

Total value of New Brunswick fisheries within the Bay of 

Fundy, inl850 $263,500 

The free navigation of the river St. John. 

The extent and navigable character of the river St. John have been 
already noticed. 

From its mouth, at the harbor of St. John, in the Bay of Fundy, to 
its source, at the Metjarmette portage, in the highlands which separate 
Maine and Canada, its length, as already stated, is four hundred and 
fifty miles. 

From the sea to the Grand Falls, the distance, as before mentioned, 
is about two hundred and twenty-five miles ; up to that point, the river 
runs exclusively within British territory. About three miles above the 
falls, the due north line from the monument at the source of the St. 
Croix strikes the river St. John ; from thence the boundary between 
Maine and New Brunswick is found in the middle channel or deepest 
water of the river, up to the St. Francis, a distance of seventy-five 
miles. In this distance the right bank of the St. John is within the 
State of Maine, and the left bank in the province of New Brunswick. 

From the mouth of the St. Francis to a point on the southwest branch 
of the St. John, where the line run under the treaty of Washington in- 
tersects that branch, the distance is one hundred and twelve miles ; and 
for that entire distance the river St. John is wholly within the State of 
Maine. 

From the point just mentioned, to the monument at the source of the 
river on the Metjarmette portage, the distance is about thirty-eight 
miles. The right bank of the river only is in Maine, the left bank being 
within the province of Canada. 



464 Andrews' report on 

It is therefore apparent that nearly one-half of the extensive river St. 
John is within the United States, whose citizens thus become greatly 
interested in its navigation. Besides the main stream of the St. John, 
there are also large tributaries, some of them wholly, and others par- 
tially, within the State of Maine ; and it has been estimated that there 
are one thousand three hundred miles of navigable water in the St. 
John and its tributaries, to be used in common by British subjects and 
American citizens. 

The territory watered by the St. John and its tributaries comprises 
nine millions of acres in New Brunswick, about two millions in Canada, 
and six millions in the United States. 

The portion within the United States is covered with timber of the 
most useful and valuable descriptions. 

After the settlement of the boundary, by the treaty of Washington, 
in 1842, it was divided in nearly equal proportions between the States 
of Maine and Massachusetts, each of which has since sold a number of 
townships for lumbering purposes, and granted permits for the like 
object to a large extent. 

The wliole of the timber and lumber cut within this district (with the 
exception of a small quantity which is floated down the Penobscot) 
finds its way to the seaport of St. John. On being shipped from thence, 
it has been subject to an export duty, since the 1st May, 1844, at the 
following rates : on every forty cubic feet of white pine timber, twenty 
cents ; on every forty cubic feet of spruce timber, fifteen cents ; and 
the same on every forty cubic feet of hackmatac, hard- wood timber, 
masts, or spars ; and the sum of twenty cents on every thousand super- 
ficial feet of saw-logs, sawed lumber, or scantling. 

This export duty is paid by all timber and lumber alike in New 
Brunswick, and in ever}^ part of the province. It was imposed in con- 
sequence of the difficulty and expense of collecting stumpage in New 
Brunswick ; and in the local act which first passed in that colony all 
timber and lumber cut by American citizens, within the limits of the 
United States, and floated down the river St. John, was expressly 
excepted from its operation. But, upon its opinion of the law officers 
of the Crown in England, this act did not receive the royal assent, 
because it was held that such an exception was contrary to the letter 
and the spirit of the treaty of Washington, which expressly provides 
by its 3d article "that ail the produce of the forest, in logs, lumber, 
timber, boards, staves, or shingles, or of agriculture not being manu- 
factured, grown on any of those parts of the State of Maine watered 
by the river St. John, or by its tributaries — of which fact reasonable 
evidence shall, if required, be produced — shall have free access into 
and through the said river, and its said tributaries having their source 
within the State of Maine, to and from the seaport at the mouth of the 
said river St. John, and to and round the falls of said river, either by 
boats, rafts, or other conveyance;" '''that ivhen within the province of New 
Brunswick, the said produce shall he dealt with as if it were the produce of 
said 'province.''^ 

The refusal of the Crown to assent to the colonial act was based upon 
the principle that neither the legislature of New Brunswick nor the 
imperial government had either the right or the power to make any dis- 



COLONIAL AND LAKE TRADE. 465 

tinction between the produce of the United States floated down the 
river St. John and the produce of New Brunswick. If it were once 
conceded that a distinction could be drawn, such distinction could be 
carried out so as to operate very disadvantageously upon American 
produce. The British government in such case might maintain that 
such timber and other articles in the United States floated down the 
St. John were subject to foreign duty on importation into England, 
while similar articles fi:om New Brunswick were admitted at a nominal 
duty only. 

After this construction of the principle of the treaty, the legislature 
of New Brunswick passed a second act rendering all timber and lumber 
exported from the province alike subject to the export duty ; and this 
act has been in operation since May 1, 1844. 

The following is a statement of the quantities of timber and lumber 
being floated down the river St. John during the present season of 
1852: 

100,000 tons white-pine timber, at $6 per ton $600,000 

10,000 tons hackmatac timber, at $7 per ton 70,000 

50,000,000 white pine logs, at $6 per thousand 300,000 

20,000,000 spruce logs, at $5 per thousand 100,000 

5,000,000 pine boards, at $15 per thousand 750,000 

15,000,000 cedar and pine shingles at $3 per thousand. 45,000 

5,000,000 pieces clapboard, at"$16 per thousand 80,000 

Total 1,945,000 



As prices are advancing, the value of the produce of the forest above 
given may be safely stated at two million of dollars. 

In any agreement for the free navigation of the St. John by citizens 
of the United States, it should be stipulated that their lumber cut 
within American territory, and floated down the St. John, should not 
be subject to export duty if shipped from thence to the United States. 
Such a stipulation would only be just and fair, and would relieve our 
citizens from the payment into the treasury of New Brunswick of the 
large sums they now contribute annually toward the support of the 
government of that colony. 

All the timber w^hich floats down the St. John is collected in one 
boom. Each piece is clearly and distinctly marked, and can be imme- 
diately recognized by its owner ; if not so marked, it is forfeited to the 
Boom Company. Crown officers are appointed to examine the w^hole 
of the timber which comes down the St. John, and that which is cut 
within the limits of the United States is readily recognised by them. 
There could, therefore, be no difficulty in identifying such timber and 
lumber when shipped, and in relieving it from export duty, if an agree- 
ment to that effect should be entered into between the respective gov- 
ernments. 

The St. John is navigable by large steamers and by sea-going ves- 
sels of 120 tons, up to Fredericton, which is eighty miles from the 
Bay of Fundy. In 1848 Fredericton was created a port of entry, and 
in 1851 two vessels entered there from Boston. It is stated that not 
30 



466 ANDREWS' REPORT ON 

less than fifty thousand passengers were transported between St. John 
and Fredericton by steamers in 1851. 

Above Fredericton the river is navigable for small steamers to 
Woodstock, a distance of sixty-five miles, and from thence to Grand 
Falls, about seventy-five miles farther up. The river is also occasion- 
ally navigated by small steamers during the season. 

In 1849 the legislature of New Brunswick granted the sum of 
^40,000 towards improving the navigation of the St. John between 
Fredericton and the Grand Falls; this amount to be expended at the 
rate of $8,000 per annum for five years. The expenditure commenced 
in 1850. The navigation is already greatly improved ; and, in a few 
years, it is believed the river below the Grand Falls will be quite freed 
from obstructions, and rendered navigable from thence to the sea for 
light draught steamers. 

In taking the census of 1851 it was found that there are in New 
Brunswick, upon streams flowing into the St. John, 218 saw mills and 
147 grist mills. The tributaries of the St. John afford an amount of 
water power which is incalculable ; a very small portion only has yet 
been employed. 

The country bordering on the St. John is well adapted for settle- 
ment and cultivation ; the soil is excellent, and produces large crops. 
As yet, it is very thinly populated ; still it was found, by the recent 
census, that in the counties bordering on the St. John the following 
quantities of cattle were owned, and crops raised, in 1850 : 

Cattle, 89,657 head; sheep, 96,760; swine, 23,391; hay, 129,000 
tons ; oats, 846,445 bushels ; potatoes, 1,060,883 bushels ; wheat 
(above Fredericton,) 42,500 bushels ; butter, 763,334 cwt.; and maple 
sugar, 124,000 pounds. 

The larch or hackmatac timber, which abounds in all the territory 
watered by the St. John and its tributaries, is highly prized for ship- 
building, end is greatly sought after by American ship builders. Ships 
built of this wood are rated as first-class for seven years, while those 
built of spruce and pine only stand in that rank four years. 

So much of this wood was carried out of New Brunswick into Maine 
and Massachusett in 1850 for ship building purposes, that the legisla- 
ture of New Brunswick became alarmed, lest the ship-yards of that 
colony should fall short of a supply ; and a special export duty was, 
therefore, imposed on knees, foot-hooks, and floor timbers, when sent 
out of the country. This act has been suspended in its operation 
during the present year ; but the very fact that such a duty has once 
been imposed, and that it may be demanded in another season, is 
another and powerful reason for an amicable and equitable arrange- 
ment which will open the navigation of the St. John to citizens of the 
United States, and relieve them from the payment of all, or any export 
duties upon their products, whether of the forest, of mines, or of agri- 
culture, in their transit to the sea. 

As valuable interests arise, and border relations become more com- 
plicated, this question will yearly become more difficult of arrange- 
ment. The magnitude of lumbering operations upon the waters of the 
St. John, and the expense at which those operations are conducted by 
the enterprising and industrious citizens of Maine, as also the interests 



COLONIAL AND LAKE TRADE. 467 

of a large body of American citizens, who, in constantly increasing 
numbers, are forming new settlements on the affluents of the St. John^ 
and conducting agricultural operations upon a large scale, demand the 
fostering care and watchful protection of government. 



A sketch of the early history and of the present state of our knowledge of the 
geology, mineralogy, and topography of the British provinces of Nova 
Scotia and New Brunswick, containing information coricerning the value 
of the minerals of those provinces. By Charles T. Jackson, M. D. 

Nova Scotia is one of the oldest of the European settlements in 
America. Little is known of the voyages of the Northmen, but there is 
reason to believe that those hardy navigators were the first Europeans 
that visited these shores. They formed, however, no permanent settle- 
ments, and hence did nothing towards the civilization of the country. 
The French navigators, the Jesuit priests, and those adventurous mer- 
chants and farmers who accompanied them, did much towards the 
civilization of this continent, and the marks they made in the wilder- 
ness of the great northern and western regions of this country still are 
extant ia every portion of the country between the mouth of the St. 
Lawrence river and the great lakes of America, and all along the bor- 
ders of the mighty Mississippi, from the Falls of St. Anthony to the 
Gulf of Mexico. Without the use of arms the French people conquered 
the savages of this continent ; the cross of the Saviour prevailed where 
muskets and bayonets would have been of little avail. The ardent and 
devoted priest, fired with an irrepressible zeal, pressed boldly into the 
camps of the red men of the forest and of the prairie, and overpowered 
the superstitious savages by a more magnificent display of the regafia 
of the Catholic church than had ever been seen by the children of the 
forest. 

Overcome by the pomp and show of the ministers of the cross, the 
savages bowed before the God of the white men as superior to their 
own, in no less degree than the gilded trappings of the French priests 
surpassed the coarse, gingling costumes of their own mystery of medi 
cine men. It was thus that the French people first were enabled to 
gain foothold among the Indians of America, and to spread their lan- 
guage and religion among the aboriginal tribes of the North and West. 
Their settlements certainly left monuments which date back as far as 
to 1606 in Nova Scotia, for the writer of this notice found an ancient 
tomb-stone on Goat island, in the Anapolis basin, with the inscription 
" 1606." It was undoubtedly a memento of the grave of one of the 
soldiers or sailors of De Ments' fleet, which established the colony of 
French people at Port Royal, now AnapoKs, in Acadie — now Nova 
Scotia. 

We refer to the settlements of the French, at this early day, because 
to them we owe our first knowledge of a few of the minerals of this 
province. The fleet of De Ments carried back to France many of the 
minerals of the newly-discovered and newly-settled Acadie. A large 
amethyst from Cape Split, or Cape Blomidon, in the Basin of Mines, 



468 Andrews' report orr 

was presented to the Queen of France by this intrepid and intelligent 
navigator on his return from the province to his native shores. This 
stone is said still to exist among the crown jewels of France, though 
the country which it represents passed long since into the hands of the 
British, having been conquered principally through the aid of the then 
New England colonies of Great Britain— Massachusetts, New Hamp- 
shire, and Maine. Native copper was also discovered along the shores 
of Cape D'Or; and in other places in the trap breccia of the North 
mountain range ; and the name Cape D'Or leads us to believe that the 
briUiant metaUic copper seen beneath the waters which bathe the foot 
of that promontory was mistaken, at first, for native gold. 

The early French settlers were very attentive in their exploration of 
the mineral wealth of the country, and they manifested more skill and 
discrimination generally in their estimate of their value, than is to be 
found among our own pioneers in the wild and uninhabited regions of 
this continent. 

We shall have occasion to show, in a subsequent communication, 
how much the French Jesuits did towards the discovery of the hidden 
treasures of the shores of the great lakes of this country, and shall 
prove that they knew more of them in 1636 than our own people knew 
in 1843. It must be remembered that the Jesuit fathers were men of 
great learning, and possessed a knowledge of all the sciences of their 
day ; hence it is not incredible that they should have done much 
towards a correct knowledge of the natural history of the various coun- 
tries which they explored. It is natural, also, that they should have 
recorded the discoveries which they made, and transmitted an account 
of them to France, in order to induce more of their countrymen to flock 
to the shores of the New World. Did time allow us to ransack the 
archives of the Jesuit colleges, there is no doubt that we should be 
able to discover records concerning the mineral wealth of Nova Scotia 
and of New Brunswick, such as we found concerning the minerals of 
Lake Superior while preparing a report on the mines of that wonderful 
region for our government a few years since. It seems to be the duty 
of the historian of mineralogical science to search the records made by 
the first explorers of the country, as much as it is the duty of the histo- 
rian of civil and pohtical movements to look back to the origin of facts 
and data, and to the actions of his predecessors. Unfortunately, we 
have not the means at hand to enable us to perform this duty. 

Leaving the ancient history of our mineralogy to be explored at some 
future time, we hasten to our task of developing what is now known 
concerning the geology and mineralogy of these important provinces, 
remarking, at the outset, that it is only proposed to give a synopsis or 
brief outline of the facts, without going into minute details of a techni- 
cal nature. 

Nova Scotia is a most remarkable peninsula, bearing geological evi- 
dence of its having been formerly an island of the ocean ; the low strip 
of marshy land between the head of Cumberland bay and Bay Vert 
appearing to be the silt deposited at the meeting of two counter-cur- 
rents — one from the present Bay of Fundy, and the other from the Ste 
Lawrence river, and its opposing tidal wave. 

Exploring this neck of land farther, we find the underlying rocks 



COLONIAL AND LAKE TRADE. 469 

•consist of the gray, red, and bufF-colored sandstones of the coal meas- 
ures, filled with the stems of the ancient forests that formed the coal 
beds ; and containing innumerable seams of good bituminous coal, 
many of which are of sufficient magnitude to prove valuable to the 
coal miners. Lofty cliffs abutting upon the seacoast, at the South Jog- 
gins, present to the observer the most beautiful sectional profiles of the 
coal-bearing strata, with their curious and instructive fossils, both of 
vegetable and animal origin. Large trunks of trees, such as are at 
present unknown in a living state, are seen at various points standing 
at right-angles to the sandstone strata, indicating that they were ori- 
ginally perpendicular to the horizon, and have been since tilted with the 
stratified rocks from their original position, to an angle of about fifteen 
degrees from the vertical line. 

Beneath the great masses of coal formed from the stems of Sigil- 
iaria, we find a thin bed of black shale filled with shells, resembling 
the genus Dreissena, a fresh-water shell ; but they have not been fully 
determined and described, having been mistaken probably for the 
genus Mytihts. Above this, the rocks are filled with beautiful stems of 
the Stigmaria, and of numerous species of Calamites. Alternate beds 
of excellent bituminous coal are seen cropping out along the shore ; 
and the British North American Mining Company has already opened, 
and is now working, extensive mines in one of these coal beds. This 
coal is peculiarly fitted for forges, and is sought with eagerness by the 
smiths, both of New Brunswick and of Maine. 

A visit to these mines will well repay the traveller who wishes to 
see the relics of the primeval forests which formed the coal. We 
have spent hours beneath the ponderous piles of rocks which form 
these massive chfis, and have beheld with amazement the huge trunks 
of trees, mostly of the Sigillaria group, spanning the vault of rocks 
over our heads — -one, forty feet long and from two to three feet in 
diameter, lying directly across the ceiling of shales which forms the 
roof of one of the chambers of the mine. In other places we walked 
beneath the spreading roots of these ancient trees, and measured their 
expansions in the shale of the roof of the mine. Here and there the 
scaly stems of the Lepidodendron were seen stretching their tall forms 
through the rocks, or procumbently reposing, like huge serpents, partly 
encased in the rocks. Now and then a bunch of coal black fern-li:onds 
is seen, representing the foliage of the ancient tree-fern ; and broad, 
flag-like leaves remind us of the spreading palms of the tropical islands 
of the South Pacific ocean. To the geologist the South Joggins coal 
mines, in spite of its uncouth name, is like enchanted ground, and is to 
the phytologist a classic land. The enterprising miner sees there the 
never-failing signs of a coal deposite ; and the quarryman finds excel- 
lent materials for buildings and for grindstones. It is from rocks of this 
very coal formation that the grindstones which are in use over nearly 
all our Atlantic coast are derived; and the places known as Grindstone 
island, Cape Merriaguin, and the whole coast of Chigenecto bay, afford 
abundant strata which yield the very best material from which these 
useful tools of trade are formed. So on the Peticodiac river, both 
quarry-stones of superior quality, and excellent grindstones, are ob- 



470 Andrews' report on 

lained in abundance. Cape Rorier is now explored also by enterpri* 
sing quarrymen, and yields valuable returns. 

It is not perhaps generally known that our Atlantic cities, as far 
south at least as Philadelphia, and j>erhaps also Baltimore, receive 
large quantities of beautiful and compact gray, buff-colored, and blue 
sandstones from the Bay of Fundy. The myriads of grindstones 
which are brought to our market employ an immense amount of ton- 
nage, and give employment to a great number of merchants in all our 
towns. Who does not know how much our success in agriculture is 
due to gypsum ? Yet, how few stop to inquire whence it is procured. 
It is nearly all brought from the quarries of Nova Scotia and New 
Brunswick, and belongs to the coal formation of those provinces. It i& 
used to a truly wonderful extent in the United States, and finds its- 
way, by railroads, canals, rivers, and lakes, into every part of our 
country where the hand of the farmer is employed in raising grasses^ 
wheat, and corn. A vast amount of tonnage is sustained upon the 
waters by this traffic in gypsum, taken from nature^s inexhaustible 
storehouses in the rocks of the provinces which now occupy our 
attention. 

The coals of Nova Scotia are of various kinds, and are wholly differ- 
ent from those of the United States ; at least they differ from all the 
coals which are found on the eastern side of the Appalachian chain of 
mountains, so that they do not enter into competition with the coals 
obtained from mines in the United States, w^hich supply our coast. 
They are some of them suitable for the smith's use, others for steam- 
boats, others for gas-making, &c., and will be always required, what- 
ever may be the supply from our own mines of Penns3dvania, Mary- 
land, and Virginia ; the mine near Richmond, Virginia, furnishing the 
only bituminous coal that will serve in the place of the coals of Nova 
Scotia. Hence, we shall not fear that any evil can come to our own 
coal trade from the competition of the British provinces. Coals are 
found most abundantly in Pictou, at New Caledonia, Glasgow, on East 
river, and in various parts of the great coal-basin which lies on the 
northern coast of Nova Scotia. The island of Cape Breton also fur- 
nishes an abundance of excellent bituminous coal. 

In the province of New Brunswick recent explorations have brought 
to light a most beautiful, and before unknown, variety of highly bitu- 
minous coal, containing sixty per cent, of gas-making bitumen and 
forty per cent, of coke, which yields but half a pound of ashes per hun- 
dred weight. This coal is in the true coal formation, and is found in 
a highly inclined bed running nearly northeast and southwest, with the 
trend of the enclosing strata. This coal mine is one of the most re- 
markable in America ; not only on account of its beautiful, clean, 
glossy, and highly bituminous characters, so admirably adapted for gas 
making, but also on account of the abundance, beauty, and perfection 
of its fossils, and especially of its embalmed fishes of the PalcBoniscus 
genus — fishes of the true coal formation of America, and analogous to 
those of the same formation in Europe. Six or more new species of 
this genus Falceoniscus we have described in a printed memoir on this 
coal mine. Time and labor doubtless will add many more to the list, 
and the Albert county coal mine will become the Mecca of pilgrims in 



COLONIAL AND LAKE TRADE. 471 

search of fishes of olden time. This coal, as already suggested, is a 
new variety, particularly adapted to the uses of the gas-house. It fur- 
nishes a very rich gas, highly charged with carbon, consisting mostly 
of defiant gas ; and hence, is the very material that is wanted by gas man- 
ufacturers to enrich the products of our semi-bituminous coals of Mary- 
land and Virginia. It is not used alone in any gas-works, but is mixed 
witii other coals in the proportions of from one-fifth to one-third, and 
thus gives the best product that can be obtained; and at the same time, 
it gi\^s greater value lo the coke of our more ash-bearing coals. The 
importation of the Albert coal into the United States does not, there- 
fore, in any way interfere with the sale of our own coals ; but, on the 
contrary, enables us to use coals that would not otherwise find any 
market for gas-making. It also saves much outlay in apparatus required 
for making oil-gas from whale and fish oils, used to enrich the pale or 
bluish flame produced by gas from many of the coals employed at our 
gas-works. With the progress of geological research more deposites of 
this valuable coal will undoubtedly be discovered, and the trade with 
the United States will tend to draw it within our borders, by the ex- 
change of commodities with our provincial brethren. 

Thus far we have called attention mostly to the rocks of the coal 
formation and to their contents. But Nova Scotia is a country rich in 
geological resources ; all the rocks, fiom the crystalhne granites up to the 
new red sandstone series, being, as it were, drawn together in this pro- 
vince, as are still more extended groups in the island of Great Britain. 
It is obvious that America has been cast on a most expanded scale, and 
that our rock formations are so wide and deep as to separate to great 
distances the various deposites ; and, although Vanuxem has in a most 
patriotic manner declared, that " in proportion to the magnitude of the 
geological scale is the greatness of nations," we cannot conceal the 
fact that it would be much more convenient to have our coal a httle 
nearer to our metalliferous deposites, somewhat as they exist in England, 
Scotland, and Wales. In Nova Scotia the coal is very near to her vast 
beds and veins of iron ores, and to her copper-bearing rocks. The slate 
hills furnish good roofing slates, and are full of ores of the metals. Her 
trap*rocks are of the same age, and contain the same minerals as those 
on the south shore of Lake Superior, at Keweenaw Point, on the On- 
tonagon river, and on Isle Royale, which are known to be so rich in 
mines of native copper and silver. Native copper and silver are found 
in the trap breccia, and amygdaloid of the north mountains of Nova 
Scotia, in numerous places from Digby Neck to Cape D'Or ; and there 
is reason to believe, that when there shall be the same amount of scien- 
tific labor, and of mining skill and enterprise, expended in searching 
these rocks in Nova Scotia, that there has been on Lake Superior, 
there will be exposed many deposites of value to the country, affording 
to our provincial brethren new means of extending their traffic with 
our people. 

There are beds of sandstone in Nova Scotia which also contain rich 
ores of copper ; but they have been but little explored, on account of 
the peculiar condition of mining rights in that province, which are not 
open to general competition and to private enterprise. 

Ores of lead are also found near the Sheebinacudie river, and in other 



472 ANDREWS* REPORT ON 

limestone rocks of that province, which belong to the upper Silurian or 
to the Devonian groups. 

Hones of superior quality are furnished from some of the slates of 
the coal series, where the argillaceous strata have been acted upon by 
the igneous trap-rocks. 

Sandstones suitable for the hearths of iron furnaces are abundantly 
obtained upon the borders of Cumberland bay, and ores of manganese 
are abundant as shore pebbles at Quaco and other parts of the Bay of 
Fundy, and veins of this ore are found in the limestone rocks of the 
province. Iron ores of the very best quality are abundant near the 
Basin of Mines, and near Anapolis, at Nictau, and Clements, on 
Digby Neck, and also near the cold mines of Pictou. These rich iron 
ores cannot find an American market so long as England furnishes iron 
to her provinces free of duty, and no market is offered here for Nova 
Scotia iron except under the same duties as are imposed on that brought 
from England. 

We have not described the beautiful agates, amethysts, chalcedonies, 
jaspers, cairngorms, and the entire group of zeolite minerals which 
abound in the amygdaloidal trap of Nova Scotia, and tempt the min- 
eralogist to wander beneath the frowning crags which overhang his 
head along the Bay of Fundy, rising in mural precipices of from 100 
to 600 feet in height, and dropping, after each winter's frost, large heaps 
of precious specimens ready for the collector ; for such things are not 
looked upon by every one as matters of economic value, though they 
are really such when they induce travel from distant shores into Nova 
Scotia, and cause the expenditure of wealth among the people of the 
province — the inevitable result of inducing travellers to pass their time 
among them. They are also valuable beyond what most persons sup- 
pose, when they add to human knowledge and to the means of instruc- 
tion in science, for all parts of science are in some way connected with 
each other, so that the advancement of what appears to be at first a 
useless branch of learning may open the way to more profound knowl- 
edge of the laws of the universe, and brings about results not at first 
anticipated. No one knows how useful a stone, at first sight apparently 
useless, may become by the hand of science. 

What beautiful laws were opened by Sir David Brewster, and others, 
by the study of the polarization of fight by crystals of these very min- 
erals, so that these discoveries are now reduced to real pecuniary value 
in every well conducted sugar plantation of the world. Again, the 
polarization of light is now turned to account not only in detecting the 
intimate structure of bodies, so as to learn their nature, however masked, 
but even the fight of a wandering comet, or of the flitting aurora borea- 
lis, is caught between the polarizing crystals and made to confess 
whether it is intrinsic, or is borrowed from some other source. We 



Note, — We refer to the memoir of Messrs, Jackson and Alger on the mineralogy and 
geology of Nova Scotia, published in the American Journal of Science and of the Arts, for 
1828, ''republished in the Transactions of the American Academy of Arts and Sciences, for 
1832, for full descriptions of the interesting minerals and Rocks of Nova Scotia. Also, to 
sundry papers published in the Quarterly Journal of the Geological Society of London, by 
James Dawson, esq., of Pictou. Also, to Sir Charles Lyell's Travels in America, and to 
sundry communications published by him in the Quarterly Journal of the Geological Society 
of London, for remarks on the geology of parts of this interesting province. 



COLONIAL AND LAKE TRADE. 473 

shall, therefore, claim some attention to the curious minerals of Nova 
Scotia, though their uses may not be all at once apparent. 

The topographical features of Nova Scotia are not less remarkable 
than the geology of that province. We have along the Bay of Fundy 
a long ridge of mural precipices, excavated by the action of the sea, 
which wears away the softer amygdaloid and trap breccia lying at the 
line of junction of the trap rock with the new red sandstone, and forms 
an overhanging mass of columnar trap rocks in numerous places on 
that coast. This trap ridge runs ENE., and WSW., and extends one 
hundred and thirty miles in length from Briar's island, at the extremity 
of Digby Neck, to Capes Split and Blomidon. There cannot be a 
more picturesque coast than this. These frowning crags, with their 
crowded forests of fir and spruce trees, first meet the eye as we cross 
the Bay of Fundy. Their height serves to protect the interior from 
the driving fogs of the bay, which melt into thin air as they pass up 
the sides of these mountains and disappear. 

Be3^ond this barrier we come to the rich and beautiful valley of the 
Anapolis river, which takes its rise in the Garden of Acadie, Cornwal- 
lis, where the teeming soil bears abundant produce. 

Passing this valley as we wend our way across the country, we 
come to the South mountains, the great Silurian ridge of slate rocks, 
containing the rich iron ores of Nictau and Clements, so remarkable 
for their abundant Silurian fossils, such as the asafMis crypturus, dcl- 
thysis, and other well known fossils of the Silurian rocks. Beyond this, 
we come to the granite rocks which were elevated subsequently to the 
deposition of the strata of Silurian slates, and have lifted them at a 
bold angle with the horizon. 

This is a cross section of Nova Scotia. If now we travel to the north- 
eastward, we soon change the scene and find ourselves on the Permean 
sandstones near Windsor, and soon come to the gypsum rocks in the 
coal series . of the province, where we wander over extensive hills 
of gypsum, and see the quarries wrought by the busy miner and quar- 
ry man. Riding over a fine road to Halifax, we come to the flinty slates 
of that town, so remarkable for their hard sterility. Travelling north- 
ward to Pictou, we traverse extensive beds of Devonian limestone, and 
soon come to the rich deposites of coal and of iron ore in the district of 
Pictou, and on the East river, in New Glasgow. This whole region is 
rich and beautifiil, and is settled mostly by Highlanders from Scotland 
while in other parts of Nova Scotia, as at Halifax and in the valley of 
AnapoUs, we have English and Irish ; and on Digby Neck, Hessians, 
American refugees, and French. The French population is mostly on 
the other side of St Mary's bay, on Sissaloo river — an old French col- 
ony, the remains of the French neutral colony. 

Nova Scotia is remarkably temperate, considering its northern lati- 
tude, the almost insular position of the province, and the proximity of 
the gulf-stream serving to render the climate more mild than that of 
Canada. The tides of the Bay of Fundy have always attracted much 
attention, on account of the great ebb and flow, and the manner in 
which the tide enters the narrow bays and runs up the rivers both in 
New Brunswick and Nova Scotia. It is obvious to the hydrographer, 
that the great tidal wave enters the Bay of Fundy at its wide tunnel- 



474 

like mouth, and is kept from spreading by its rocky walls, and is forced 
into a narrow compass as into a tunnel's neck. Hence the impetuous 
waters, compressed into a narrow space, rise with fearful rapidity, 
rushing up in what is called a bore^ sometimes four or six feet in height 
at the heads of bays and up the river channels. On the Peticodiac, at 
the bend of the river, this bore is seen to the greatest advantage. The 
tides rise, at the highest, to about sixty feet at the head of the bay, 
while the rise is not more than thirty feet at the mouth of the bay. The 
fishermen know how to make use of these rapid tides, and always 
manage to go with the current. Hence the Peticodiac is sometimes 
called "lazy-man's river," since rowing is quite unnecessary, the tide 
bearing the boat whither the boatman wishes, he only having to guide 
her course. Every one knows that the rivers of the Bay of Fundy are 
full of fine shad and salmon in their season, and the herrings of Digby 
are known all the country over for their excellence. 

Observations on the geological resources of the province of New Brunswick* 

We have already given a brief sketch of the valuable mines and 
quarries on the New Brunswick side of the Bay of Fundy, though much 
more might have been stated had time been allowed for a minute in- 
vestigation of that important district. 

We shall now extend our observations inland, and point out some of 
the more prominent features of this province, so far as our personal 
observations will permit. Leaving the township of Hillsboro', we travel 
towards St. John, and find rocks of the coal formation, gray sandstones, 
snowy-white gypsum, and other rocks of that series, which are here 
and there found resting upon hills of sienite, hornblende rock, and other 
crystalline aggregates of hypogene origin. On the borders of these ex- 
tensive rocks we find novacuhte of a green color, which appears to be 
an altered slate rock and a conglomerate of its broken fragments con- 
solidated by an argillaceous cement. Reaching Sussex vale, we come 
to some of the richest and purest salt springs known in this countr}'', and 
witness the manufacture of the finest flavored and purest table salt — an 
articfe justly prized above any kind of salt made in the country, on ac- 
count of its freedom from deliquescent salts of lime and magnesia. Now 
on the borders of the beautiful Kennebekaris river, we followed its 
meanderings through one of the most picturesque valleys of the province, 
and find on the steep flanks of the hills the continuous out-cropping of 
red sandstones of the Devonian group, which support the coal formation 
of the more eastern district before described. This valley is obviously 
one of denudation, and the deeply scored rocks evince the passage, in 
olden time, of currents of water and floes of ice loaded with imbedded 
rocks and frozen soil. 

The broad and beautiful Kennebekaris bay spreads before us, and 
is bordered by hmestone rocks of the Devonian group. We next en- 
ter the city of St. John, the great mercantile entrepot of the province, 
where ride large numbers of great ships, lading and unlading, and 
carrying on an extensive commerce with the mother country. The 
city of St. John is surrounded by excellent limestones ; and some 
of the gray sandstones are found to contain large fossil trees, indi- 



COLONIAL AND LAKE TRADE. 475 

eating that they belong to the rocks not very far below the coal series ; 
while the slates of the Great Falls, a mile or two from the populous 
portions of the city, contain the largest bed of plumbago known in 
America — a kind approaching, in some degree, to a metamorphosed 
coal, but still sufficiently pure for the manufacture of lustre, and 
for the preparation of moulds for iron castings. Masses of igneous 
rocks of the trappean order are seen at Indiantown, a part of St. John 
city, and this igneous rock is supposed to underlie the metamorphosed 
limestones and slates of the town. It is remarkable that no remains of 
fossils are found in this limestone to denote its geological age. As- 
cending the river, we find, along its banks, the most curious display of 
the strata of the country. Red sandstone, slates, and limestone are the 
common rocks which meet the eye until we reach Fredericton, where 
the coal formation crosses the river to its southern bank. There is an 
extensive deposite of the coal -bearing rocks around Grand Lake, on 
the northern side of the St. John, below Fredericton, and mines 
have been opened in many places along its borders, from which excel- 
lent coals have been obtained. They are especially prized for use in 
the forge, since they are of the coking variety, useful in making a hol- 
low fire. 

No spot thus far examined has furnished such beautiful specimens of 
fossil plants of the coal formation. They are chiefly of the tribe of 
ferns and of Le'pidodendra^ ; and the perfection of these remains of 
ancient vegetation cannot but excite the admiration of geologists and 
botanists ; for the substance of the plants is perfectly preserved, and 
is of a perfectly black color, while the shales in which they are found 
are of a light neutral tint of gray, giving great relief and distinctness 
to the conserved and charred foliage. Even the fructification of the 
ferns is perfectly distinct on their foliage, and every scale and leaf of 
the Lepidodendron is found entire. The beds of coal thus far opened 
have not been found of much thickness — most of them not being more 
than from a foot to eighteen inches thick — but some are of greater 
magnitude ; and we are informed that new beds of ample dimensions 
for profitable working have been found within this district, and are 
now opened by mines. There is every reason to believe that important 
coal mines will be found on the borders of this lake, and the time will 
come when their fuel will be required in St. John and along the 
borders of the river. It will serve admirably for fuel in the furnaces 
of steamboats which ply on the waters of this magnificent river. 

Still ascending the St. John by steamboats, we come to Wood- 
stock, on the western side of the river ; and here, on the borders of the 
Meduxnekeag river, a few miles above the town, we come to one of 
the most extensive deposites of red haematite iron ore— a perfectly in- 
exhaustible bed. 

This, though so highly charged with manganese as to make white 
and brittle cast-iron, resembling antimony in its fractured surface, fur- 
nishes the very toughest kind of bar-iron, having eminently the proper- 
ties required for making the finest cast-steel. It has been for many 
years exported to England for that purpose; but owing to the late re- 
duction of price in English iron, caused by the glut of the European 
market, the furnace-fires have ceased at Woodstock for the present. 



476 



REPORT ON 



but will probably, as the price is now rising again, soon go into blast 
for the production of pig-iron to be used in making bar-iron in the pud- 
dling furnaces of England. 

Ores of manganese are also found around Woodstock, though they 
have not yet been sent to market. 

Still ascending the St. John, we come to the Tobique river, which 
enters the St. John, on the eastern side, a little below the Aroostook. 
A few miles from the mouth of the Tobique we find the red sandstone 
rocks, like those of Nova Scotia, fuil of excellent gypsum. Springs of 
salt water are also said to have been found therein. This gypsum will 
prove valuable to the farmers on both sides of the St. John, and will 
save the expense of bringing that mineral up the river. A tribe of In- 
dians still dwell on the borders of the Tobique, and have their princi- 
pal camps at the mouth of the river. They still find occupation in the 
chase, and even to this time take many beaver, otter, and sable, besides 
hunting bears, moose, and caribou, in the forests. 

A few miles more of canoe voyage brings us to the upper falls of the 
St. John— a magnificent cataract of 70 or 80 feet perpendicular de- 
scent. This is one of the most picturesque spots on the river, and will 
in due time become a favorite place of resort in the summer season. 
Here the river is closely confined between lofty crags of slaty lime- 
stone, and makes a sudden turn in its course as it bursts through its 
rocky barriers. Its beauty is not destroyed by the great saw-mills that 
were built upon the edge of the falls by the late Sir John Caldwell ; 
but the business created on the spot has brought a sufficient- number of 
settlers to make the place more cheerful. Above the falls the river ex- 
pands, and is as tranquil as a placid lake. We followed its windings in 
our canoe for many days, stopping at night among the hospitable and 
naturally polite French people who live in humble simplicity on the 
borders of the river, pursuing their quiet mode of life, undisturbed by 
the thirst for gain that torments dwellers in the great mercantile cities 
of the coast. 

The people of Madawaska are descendants of the French neutrals 
of Acadie, and very much resemble, in their mode of life, the people 
of Sissaloo, on the St. Mary's river. They have few wants, and these 
are easily supplied by means of their own skill in the chase and in 
rural labor. 

For forty miles above the falls of the St. John, the French settle- 
ments of Madawaska are scattered along both sides of the river, the 
principal settlements being on the provincial side of the river. 

Some fifty miles farther up, the St. John divides into numerous 
branches, which extend into Canada on the north and into Maine on 
the south. The St. Francois is its most important Canadian branch, 
and the AUagosh, with its numerous lakes, and the Aroostook, ex- 
tending almost to the northwest angle of Maine, where it nearly 
reaches the corners of New Hampshire and of Canada, are the longest 
tributaries of this great river. That portion of the river is but little 
known to this day except to the Indian hunter ; and it is not, so far as 
we can learn, very inviting to the canoe voyogeur. The whole region of 
country above the falls of the St. John is based upon a blue slaty 
limestone, probably of the Silurian group of rocks ; but it is not rich in 



COLONIAL AND LAKE TRADE. 477 

fossils or in minerals of value. The soil is excellent all over these 
rocks, and bears good crops of the cereal grains and large burdens of 
grass when cleared and cultivated. 

Having no personal knowledge of the eastern coast of the province, 
the Bay of Chaleur, of Miramichi, or of an}^ part of the shores of the 
Gulf of St. Lawrence, we must leave that portion of the province to be 
described by others. The province of New Brunswick is known to 
contain an abundance of the very best kinds of timber for ship build- 
ing, and for sawing into boards, plank, and deals. Much of her com- 
mercial intercourse with the mother country is sustained by this trade. 
Ships of the largest class of merchantmen are, therefore, nearly as fre- 
quent in the harbor of St. John as in the ports of the United States, for 
this class of vessels is adapted more particularly for the transportation 
of bulky timber, spars, and masts. Most of the ships which sail from 
St. John are buih and owned in the province. 

New Brunswick, as has already been observed, contains some very 
remarkable deposites of coal, accompanied by a series of most perfect 
fossils. The most remarkable of these deposites is the Albert coal- 
mine, in Hillsboro', near the banks of the Peticodiac river. This coal- 
bed is included in shales, with an underlying mass of soft slate, equiva- 
lent to the under-clay of most bituminous coal-beds, and the coal is 
directly overlaid by strata of highly bituminous shales, filled with scales 
of ganoid fishes, and with the entire embalmed remains of beautiful 
species of the genus PaI(eoniscus fishes of the ganoid order. These 
fossils were originally discovered by the writer of this article in the 
spring of 1851, and descriptions of them were read by him before the 
Boston Society of Natural History at their second meeting in May of 
that year ; and that paper was subsequently incorporated into a report 
to the Albert Coal Company, from which report we now extract the 
following : 

^^Descriptions of the fossil fishes of the Albert Coal Mine. 

"PL I., Fig. 1. This fish is the first one that was discovered by me 
at the Albert mine. 

"Description: Fish, four diameters of its body long; head, obtuse 
or blunt, as if obliquely compressed on upper and front part; whole 
length, 3yo inches ; width in middle of body, -rifo inch ; fins, one dorsal, 
opposite anal, small triangular, yo of an inch at base, jointed, drooping, 
as if the fish was dead before it was enclosed in the mud, (now shale.) 
Anal, small, triangular, a little larger than dorsal ; pectoral, small, com- 
pressed into mass of scales of body of the fish ; tail, bifurcated, un- 
equal, very long, and tapering in upper division, which extends to a 
fine point. The scales run down on upper division of tail, and become 
gradually smaller to tip ; caudal rays come exclusively from under side 
of upper, and from lower division of tail. Scales of body briUiant, 
rhomboidal, wavy, serrated on posterior margins, color light brown. 
This fish is embalmed and not petrified. No ridge of bone is seen to 
indicate the vertebral column ; hence the bones must have been carti- 
laginous and compressible. The gill plates are too confusedl}?^ com- 
pressed to be dissected. I cannot find in any published book any 



478 Andrews' report on 

figure of a fossil fish identical with this. It is evidently a Palseoniscus, 
and is probably a young individual, as seems to be indicated by its 
small size and the dehcacy of its scales. We will name it, provision- 
ally, Pal(£oniscus Alberti, in commemoration of its being the first fossil 
fish discovered in Albert county, in New Brunswick. 

''PI. I., Fig. 2. This beautiful fish was found by Mr. Brown, the 
captain of the mine, subsequent to my first visit to Hillsboro'. It is 
one of the largest, or full grown species. It was unfortunately broken 
in the operation of extracting it, but it still is a very valuable specimen. 
This being the first fossil fish found by the chief miner, I have named 
it Palceonisciis BrowniL 

"Description: Fish nearly whole. It is one of the largest species 
yet found, and its length is three times the greatest width of its body; 
whole length, 5-^0 inches; breadth, 1^0 inches; head broken off just 
in front of pectoral fin ; extremity of tail broken ; abdominal fin missing, 
it having been broken in getting out the specimen. Dorsal fin, a little 
behind middle of body, opposite, or rather a little in front of anal. 

"PL I., Fig. 3, represents a perfect fish of the genus Palaeoni sous, 
which was found on the 3d of June last. In its general form and ap- 
pearance it resembles the Palceoniscus Elegans of Professor Sedgewick, 
(Lond. Geol. Trans., 2d series, Vol. iii, PL 9, Fig. 1,) and Agassiz, 
(Recherches sur les Poissons Fossiles, Vol. ii, Tab. 10, Fig. 5,) but it 
differs from that species in the striation of the scales, the striae of the 
Hillsboro' species being parallel to the anterior and lower margins of 
the scales, and the shape of the scales differing essentially from Mr. 
Sedgewick's species. 

"Description: Fish, long and slender, 4J diameters of its body 
long ; length of head, a little less than the largest diameter of the body ; 
the head has the shape of an equilateral spherical triangle ; tip of nose, 
or snout, curiously tuberculated and dotted; gill-plates cannot be dis- 
sected, they are so brittle and confused with the head ; Ji?is, pectoral a 
little behind gill plates, and extend below the fish -^ of an inch — it is 
a narrow pointed fin, well marked with its rays. Dorsal fin far back 
towards the tail, a little anterior to anal ; it is half an inch long and yo 
of an inch high, and is well marked with its rays. Anal fin somewhat 
larger than dorsal, a little posterior to it. Abdominal fin very small, 
situated a very little in advance of the middle of the body; tail un- 
equally bifurcated or heterocercal; scales run down on it becoming 
smaller and more and more acutely rhomboidal or lozenge-shaped as 
they recede; caudal rays come exclusively from under side of upper 
division of tail. Scales obtusely rhomboidal on anterior and middle of 
body, and are distinctly striated parallel to anterior and lower margins, 
while they are smooth and very brilliant towards and upon the tail; 
dorsal scales large, and in form of obtuse spherical triangles, pointmg 
backwards towards the dorsal fin. This species is not described in 
any book I have examined, and, believing it to be new, I shall take the 
liberty of naming it Palceoniscus Cairnsii, after the highly intelligent 
superintendent of the Albert coal-mine, WilUam Cairns, to whose active 
and unremitting labors I am indebted for so many specimens of these 
interesting fossils. 

"PL I., Fig. 4. This large and elegant fish was most unfortunately 



COLONIAL AND LAKE TRADE. 479 

broken in splitting it out from the rock, only the posterior part of it 
having been saved in a fit condition for delineation. The whole length 
of the fish was originally fifteen inches. That portion which remains 
entire, is 5J inches long ; it was broken off through the posterior 
edge of the dorsal fin. It was an old fish, as is evident from the ap- 
pearance of the scales, which are thick, heavy, and have their stria- 
tions in part obliterated, while the serrations are extremely sharp and 
deep. The scales are elongated rhomboids, and have many striae 
upon their surface, which run parallel with their upper and lower 
margms. Caudal scales, acute lozenges. They run down on upper 
division, which is long, and covered with scales. Rays of tail come 
off ver}'' distinctly, exclusively from under side of the upper division, 
and the tail is unequal or heterocercal. Until we obtain an entire spe- 
cimen, perhaps it will be prudent to abstain from giving a specific 
name. (See PL I., Fig. 5, now named P. Allisoni.) it is a species of 
the genus Palasoniscus. 

" Pi. II., Fig. 1. This species so nearly resembles the Palceoniscus 
decorus of Sir Philip M. de Egerton as on first view to pass for it ; but 
on examining the lines of strige, we are forced to regard it as another 
species. The four great dorsal scales, anterior to the dorsal fin, ex- 
actly resemble in form those represented in Sir Philip M. de Egerton's 
plate. (See Quarterly Journal Geological Society of London, for 
1849.) The scales of one specimen are striated, parallel with the 
superior and inferior margins, and are deeply and acutely serrated on 
their posterior edges. The lines of striation are worn away consider- 
ably, indicating, perhaps, that it was an old fish. It was, when entire, 
about eight inches long, and it is two inches in diameter from the 
anterior edges of the dorsal and anal fins. The lithographic delinea- 
tion gives a sufficiently full exhibition of the characters of this specimen, 
which appears to be of the same species, or very near the species, last 
described. 

"Fig. 2, 2 bis, are delineations of specimens of shale, representing a 
fish and its counter print in the rock, just as it was split open. It is a 
small species of Palaeoniscus, compressed verticall}^ and is contorted 
as if the fish had struggled to extricate himself when imprisoned in the 
mud that now forms this rock. The line of dorsal scales, in the middle 
of this fish, proves its position to be as I have stated, and this opinion 
is still further confirmed by the shape of the head, and by the open gill 
covers. This fish must have been caught in the mud alive, since it 
was in an upright position. 

"Fig. 3, represents a beautiful and perfect fish, found at the new pit 
of the Albert coal mine, by Mr. Wallace, deputy collector of Hillsboro', 
who kindly presented it to me. It is compressed vertically, or from 
the back towards the abdomen, and the head is also vertically com- 
pressed between the strata. The large dorsal scales, so characteristic, 
are seen along the middle of the fish. There is a coprolite seen pro- 
jecting from near the middle of the fish, and it is not certain whether 
it is included partially in its body, or was in the mud before the fish 
was deposited or caught. The body of the fish curves over the copro- 
lite as if it had been a hard substance. 

" Description : Fish is 4J diameters of its body long ; body 3J 



480 Andrews' report on 

inches long ; head in form of equilateral spherical triangle ; gills open; 
back of head beautifully marked by tuberculations, or striae and dots ; 
dorsal scales oval-shaped and striated, the most pointed part of the 
scale being towards the tail ; they run along the entire back to the tail, 
excepting at the place where the dorsal fin is compressed ; scales of 
body serrated on posterior margins, and striated parallel with their 
upper and lower edges, and wavy in middle. I am disposed to regard 
tiiis individual as belonging to the same species as the one before de- 
scribed. 

" Fig. 2, 2 bis. — Figure 7 represents a lower jaw of a Palaeoniscus 
from the Albert mines. It is interesting as showing the mode of den- 
tition of these ancient fishes ; the teeth are here seen to be in a line 
fixed in regular sockets in the jaw, like those of salmon ; the jaw is 
beautifully marked with little raised dots, visible under an ordinary 
lens ; the teeth agree with those observed by Sir Philip M. de Egerton. 
(See Quarterly Jour. Geol. Soc, Lond., 1849.) 

"Fig. 8.— This specimen was discovered by me in the shale of the 
new shaft of the Albert mines. It is peculiarly interesting on account 
of the entire preservation of its abdominal fin, and also on account of 
its association with a coprolite which seems to have belonged to this 
individual. 

" Description : Fish, entire ; length, 3yo inches ; width of the body, 
•po of an inch ; length of the head, equal tot he greatest width of the 
bod}^ ; fish, four diameters of its body in length ; fins, one dorsal, op- 
posite anal, situated in the posterior, third of body ; anal fin little larger 
than dorsal ; abdominal fin small, situated a little in advance of the 
middle of the body of the fish ; pectoral fin a little larger than abdo- 
minal ; scales, large and brilliant, having a light-brown color striated 
parallel to anterior margins transversely, and longitudinally in middle, 
but finer than on anterior margins ; tail, more regular than the before- 
described species, but still unequal; has scales in upper division. This 
specimen also presents another curious feature ; its tail having been 
amputated by a shift of the strata, and the fracture being polished and 
recemented a little out of place. Head more acute than any of the 
before-described species, and very perfectly preserved, having the fine 
markings of the gill covers and the striae and markings distinct, and 
also v/hat appears to be the impression of the tongue of the fish. The 
orbitar ring is also preserved, and is a horn-like circle, or ring, filled 
with bituminous shale or clay. A coprolite under the abdomen of the 
fish is a cylindrical mass, rounded at each end, -fw of an inch long, 
and -nr of an inch in diameter. It is of an ash-gray color, and includes 
what appear to be small black scales of fishes." 

Descripions of the scales of fossil f sites from the Albert coal mine, idth 

analysis of the scales. 

Owing to the perfect preservation of the body of the fish, and of 
ganoil fish-scales in the rocks, it is as easy to identify them as if the 
fish were still living ; for the substance of a gcnoid fish-scale is of the 
nature of bone, as will be shown by the following analysis of the scales 
of Palceoniscus, from the Albert coal mines ; 0.62 gramme of the scales 



COLONIAL AND LAKE TRADE. 



481 



from the middle of the body of the fish (PL I., fig. 4,) submitted to 
analysis, gave the following results : 

Animal matter 0.0800 

Carbonate of hme 0.0980 

Phosphoric acid 0.2452 "1 Phosphate of hme and of 

Lime 0.1234 } magnesia, 0.4309. 

Magnesia 0.0623 J 

Silica... 0.0040 

06129 



By analysis of another portion of the spme fish, it is proved that the 
fibrinous and albuminous matter composing the fish is still unchanged 
in composition, so far as its elements are considered. 

Tlie important element proving the presence of animal matter is ni- 
trogen, which is separated by analysis into the state of ammonia. This 
by two determinaiions, was found to be in on*^ 15.56 per cent., and in 
the other 16.54 nitrogen ; the mean being 16.05 per cent., which is the 
amount of nitrogen in fibrine and albumen. 

Description ()f the scales of Palaonisci from the shales of the Albert coalmine. 

Plate I. A. Portion of shale, with impressions of Palceoniscus^ scales 
of three varieties, seen enlarged in a, 6, c; a is one of the scales from 
the middle of the body of the fish, and shows the articulating process 
by which it is attached to the lower edge of the scale next above it on 
the fish. The striations of the scale, and the serrations of its right ex- 
tremity are distinctly shown, b represents one of the fulcre or scales 
near the fins of the fish ; a group of three of them are seen in specimen 
A. c is a broad scale from the lowei part of" the body near the tail. 

B represents iwo fulcre or fin scales fi'om the back, at the dorsal fin. 
The enlarged views of them give a full explanation of their structure. 
They have been mistaken not unfrequently tor teeth, since the larger 
scales bear some resemblance to the teeth of placoid fishes, and to 
sauroid fishes' teeth. C represents a specimen of another species of 
Palceoni^cus scale. It is, in the original specimen, the most perfect that 
has been seen at the mine ; above it is a correctly enlarged figure of 
this scale. 

The reader is perhaps aware that geologists have adopted the divi- 
sion of fishes, as proposed by AgassiZ; as classified by their scales, 
which are of four orders : 1. Placoid, (broad plate,) of which the sharks' 
scales are illustrative. 2. Ganoid, (resplendent,) hard, bony scales; 
example, the Ameiican gar-pike. 3. Glenoid, (comb-like ;) example, 
scales of the perch. 4. Gycloid, (circular;) examples, herring, salmon, 
cod, pollock scales. 

These divisions suffice for most purposes in identifying fi.shes ; and 
it fortunately happens that most of the lbsj!.il fishes — all of those of an 
ancient type — bvlong to the boiiy-scalr group ; and the character of the 
scale of one of these fillies remains unaltered in ihe rock where it was 
originally imbedded at the time of its dv^position. 
31 



482 Andrews' report on 

Plate I., Fig. 5, represents the head and part of the body of a very 
large fish of the genus Palceoniscus. It appears to belong to the same 
species with fig. 4 of same plate, and fig. 1 of plate II. 

Description : Width of body offish, 3 inches ; length, probably from 
15 to 18 inches; head, strong, firm, and more bony than usual with 
fishes of this group ; length, from 2 J to 3 inches ; width, 2 inches : gill- 
plates distiact, but crushed together, so that they cannot be dissected, 
since they adhere firmly together ; pectoral fin, short, strong, and has a 
rounded aad heavy shoulder of great strength, covered with a long 
armor, striated obliquely backwards and downwards. Other fins were 
broken from the specimen before I received it and lost ; but those want- 
ing are seen on fig. 4 of this plate, and fig. 1 of PI. II. Prints of five 
of the great dorsal scales distinct in the rock — scales broken off. Scales 
of body perfect, serrated, and distinctly striated with wavy lines hori- 
zontally, and slightly curving to wards the posterior upper angle of scale. 
A marked swelling in the place of the stomach shows that the organ is- 
filled with the food of the fish. Color of the fish hght clove brown,, 
or a little more inclined to cinnamon brown. 

This fish I propose to name in honor of the enterprising projector of 
the mine, who presented me with the specimen : PalcBoniscns Allisoniy 
in honor of Edward Allison, esq., of St. John. 

List of the Fossil Flariis found in the shales of the Albert Coal Mine. 

The fossil fishes already described belong to the genera known to 
characterize the coal formations of Europe ; but, as might be expected 
from other analogous facts, the American species are not identical with 
any known in the Old World, though they closely resemble them. 
They are of the same' genus, but of new and before undescribed 
species. 

The plants found associated with these fishes concur in proving the 
formation at the Albert mine to be in the true coal series, and thus set 
at rest those doubts which were hastily expressed by other geologists, 
who made a cursory examination of this mine, who knew not the 
facts contained in this paper. 

Plate III, Figs. 1 and 2, represent a specimen oi' Lepidodendro7i, an- 
alogous to the L. Gracile of Ad. Brogniart, though not identical with 
that species. Figs. 3 and 3 bis represent the fruit of the Lepidodendron^ 
or Lepidostrobus^ found in the shale of this mine. Figs. 4, 5, and 8 
represent a plant about which some doubt still exists, but which 
was supposed to be some species of Spheraedra ; but it differs from that 
plant in several respects, as will be discovered on comparing it with 
the plate in the work of Lindley and Hutton. Figs. 6 and 7 are broad 
flag-like leaves, supposed to belong to the palm tribe. Fig. 9 is the 
common calamite of the coal formation, and was found in the gray 
sand-stone below the coal bed at the Albert mine. These plants are 
similar to those found in the coal mines of Nova Scotia and of other 
parts of New Brunswick, and are like those found in the anthracite 
mines at Mansfield, Massachusetts, and in the semi-bituminous coal 
mines of Maryland and of Virginia. Figs. 4, 5, and 8, represent the 
only plant that I have not betbre discovered in our coal formation. 



COLONIAL AND LAKE TRADE. 483 

This plant is evidently a succulent annual, as evinced by its con- 
torted and drooping stem, and was probably an aquatic plant, such as 
are found grov/ing in marshy places or bogs. Its association with 
fishes indicates its being an aquatic plant, or one growing on the 
borders of a lake or river. It is not a fiicoid, as has been alleged, for 
it has alternate branches. 

The following is an elementary analysis of the Albert coal, made by 
C. T. Jackson : 

Carbon 75.2 

Hydrogen 7.6 

Oxygen and a little nitrogen 17.2 

Total IQO.Q 

The coal yields. 60 per cent, of volatile matter. 

do 40 do. of coke. 

Total 1.00 



And the coke leaves 0.47 per cent, of red ashes. The coal cokes 
readily, and cements closely, if compressed ; but it does not melt, 
though it softens if slowly heated to redness in close vessels. It yields 
20 per cent, of soluble bituminous matters to benzole, and from 12 to 
15 per cent.' to oil of turpentine. The solubility of a portion of its bitu- 
men led most persons, at first, to suppose that it was a kind of bitumen ; 
but the discovery of organic structure in the coal itself removed this 
error, and chemical researches proved the coal to be a little more bitu- 
minous than the cannel coals of commerce. There can be no doubt of 
the fact that this coal is in the true coal field of the provinces. 

The discovery of other beds of this valuable substance is highly de- 
sirable, and the field has been as yet but little explored. 

Agricultural Resources of New Brumidch and of Nova Scotia. 

Viewing the rocks which have, by their decompositioa, produced the 
mineral matters of the soil of the provinces of New Brunswick and of 
Nova Scotia, we see that every mineral ingredient requisite for the for- 
mation of good soils must be contained in them ; and the drift agencies, 
whether of ice or water, in olden time, have duly commingled the detri- 
tus, so as to diffuse the different mineral substances. Vegetable mat- 
ters — the fbhage which drops from deciduous trees ; the peat mosses, 
which grow in humid places, and decayed trunks of trees — have 
added the matters which produce humus, or vegetable mould ; and 
thus v/e have formed, by the hand of Nature, the soils which we 
cultivate. 

From geological considerations we should a yriori regard the soils of 
New Brunswick and of Nova Scotia as capable of bearing any of our 
usual crops of cultivated plants, as well as the usual forest trees of 
northern climes. Such we know by observation to be the fact ; and 



484 



REPORT ON 



the only influences which prevent the soil of these provinces from bear- 
ing any and all kinds of plants are those of climate. The cold of long 
winters limits the growth of crops to a few months ; and only those 
which are hardy, and are adapted to the climate, can be raised advan- 
tageously. We have, then, to inquire what are the crops which expe- 
rience has proved to be the best for the countries in question. It is 
known that the northern portions of America " possess an excessive 
climate,"* viz : one of extreme heat in summer, and of great cold in 
winter. Such climates produce a most rapid growth of vegetation ; for 
the heat of a summer's sun hurries forward the processes of vegetable 
growth, and an early autumn brings the ripening to a close. Plants, 
which ripen more slowty in temperate climes, have to be gradually 
acchmated before they can accommodate themselves to the short sea- 
sons of the north. Hence the variety of zea maize (Indian corn) which 
grows in Canada differs in its habits of growth from the southern corn, 
and ripens, where corn of a more southern-raised seed would perish, in 
the milk, by frost. There are many of our usual plants that will bear 
this acclimating process above referred to; others we had not been able 
to subdue to our short seasons. The potato is much improved by being 
hastened in its growth in the way above alluded to, and the provinces 
of New^ Brunswick and Nova Scotia produce the best potatoes known 
in this eountr}^ The smaller cereals — such as oats, rye, barley, and 
summer wheat — ripen perfectly in these provinces, and the grain is of 
excellent quahty and of remarkable sweetness. 

Turnips of every variety grow well, and pease, beans, and other 
leguminous plants are known to thrive admirably. In short, we may 
say, from observation of the fact, that all the usual culinary vegetables 
which grow in the States of Maine and New Hampshire, thrive equalty 
in the soil and climate of the two provinces we are describing. Fruit 
trees, also, with the exception of the peach, (which does not bear well 
the intense cold of winter,) produce good fruit in these provinces. 

The most highly valued crop among the farmers of New Brunswick 
is grass, which, with the least labor, is the most profitable crop ; for 
good hay is not only required for keeping of the stock on the farm, but 
is also extensively in demand among the timber-cutters of the forest, 
for the supply of food to their teams of cattle. Large quantities of 
pressed hay, in bundles, are also exported from the provinces to the 
cities of the United States. Four-fiiths of the land on every lai'ge farm 
may be advantageously laid down in grass and be kept for mowing 
land, until it is so old as to require to be taken up, by the plough ; and 
this is done graduall}^, so as to keep but a limited portion of the land 
in tillage, tor th(>re are few farmers in the province who can cultivate 
more thdc thirty acres of tilled land to advantage, and therefore they 
have to keep the rest of the farm in grass, which it is also advantageous 
for the m to do. on other accounts, as above specified. 

It is well known that little progress has been made in agriculture in 
the provinces, t'or llie forests, full of heavy timber trees, tempt the agri- 
cultural portion of the community to engage in the heavier and more 
immediately profitable enterprises of lumber cutting and sawing. This 



* Humboldt Isothermal Lines. 



COLONIAL AND LAKE TRADE. 485 

business, although not so beneficial to the character of the people as 
the more civilized life of farming, has its advantages, not to be over- 
looked. It produces a hardy set of men, and encourages, to some ex- 
tent, the establishment of manufacturing operations, by familiarizing 
the people with the machinery of mills, and with the various mechani- 
cal operations connected with the business. 

Thus far the demand for food in the provinces is vastly. beyond the 
supply raised on the soil, and no exports of grain, or indeed of any 
agricultural produce, save of potatoes and of hay, takes place from 
either of them. Oats of superior quality are raised on Prince Ed- 
ward's island, and. brought to Boston, where they command a higher 
price than the kinds raised in the States. This is probably the 
only grain that we can expect to receive from the Lower provinces. 
Immense quantities of flour from the United States find its way to 
these provinces ; but there is now growing up in Canada West a 
powerful competition with us in this trade; for the soil of that por- 
tion of Canada is of the same quality as that of the neighboring State 
of New York, and will produce wheat equally well and of as good 
quality. 

In the course of time the province of New Brunswick will become 
more successful in the cultivation of her soil. The improvements of 
science will gradually extend themselves among the farmers there, as 
they have done, and are still doing, with us ; but still it may be more 
advantageous for the people of New Brunswick to obtain their chief 
supply of flour and corn from the United States, provided they can 
furnish, in the course of trade, other products of their own soil, as they 
do of their waters and of their forests. Mines of coal and of iron 
they have in abundance ; building-stones, grindstones, roofing slates, 
gypsum, and salt, and manganese, they already export, and can sup- 
ply in as large quantities as may be required ; and the time will come 
when ores of lead and of copper will be added to the exports of the 
provinces of New Brunswick and of Nova Scotia. 

C. T. JACKSON, M. I)., 
Assay er to the State of Massachusetts, Sf'c, ^c. 



COLONIAL AND LAKE TRADE. 487 



PART VII. 



NOVA SCOTIA. 

The province of Nova Scotia now includes Cape Breton, which at 
one period was under a separate government. 

Nova Scotia proper is a long peninsula, nearly wedge-shaped, con- 
nected at its eastern and broadest extremity with the continent of North 
America by an isthmus only fifteen miles wide. This narrow slip of 
land separates the waters of the Bay of Fundy from those of the Gulf 
of St. Lawrence. The peninsula stretches from southwest to north- 
east, fronting the Atlantic ocean ; its extreme length being about two 
hundred and eighty miles. 

The singular and valuable island of Cape Breton lies to the east- 
ward of Nova Scotia, from which it is only separated by the strait of 
Canso. This strait is in length about twenty miles, and in breadth 
about one mile. Cape Breton is more particularly described under 
a separate head. 

The most remarkable feature in the peninsula of Nova Scotia is the 
numerous indentations along its coasts. A vast and uninterrupted body 
of water, impelled by the trade-wind from the coast of Africa to the 
American continent, strikes the Nova Scotia shore between 44° and 45^ 
north latitude with great force. A barrier of fifteen miles only (the 
strip of land akeady mentioned) between the Atlantic ocean and Gulf 
of St. Lawrence seems to have escaped such a catastrophe, while a 
space of one hundred miles in length, and upwards of forty in breadth, 
has been swallowed up in the vortex, which rolls its tremendous tides 
of sixty and seventy feet in height up the Bay of Fundy. This bay 
bounds Nova Scotia on its northwest side, and separates it from the 
continent. 

The combined influence of the same powerful agent and of the At- 
lantic ocean has produced, though in a less striking manner, the same 
effect upon the southeastern shore. Owing to the operation of these 
causes, the harbors of Nova Scotia, on its Atlantic coast, for number, 
capacity, and safety, are perhaps unparalleled in any part of the world. 

It is stated that between Hah fax and Cape Canso there are twelve 
ports capable of receiving ships-of-the-line, and fourteen others of suf- 
ficient depth for merchantmen. 

A broad belt of high and broken land runs along the Atlantic shores 
of Nova Scotia, from Cape Canso to Cape Sable. The breadth of 
this belt or range varies from twenty miles, in its narrowest part, to 
fifty and sixty miles in other places. Its average height is about five 
hundred feet; it is rugged and uneven, and composed chiefly of granite 
and primary rocks. 

The peninsula of Nova Scotia is supposed to contain 9,534,196 
acres ; and it is estimated that nearly two-thirds of its entire surface is 



488 



ANDREWS REPORT ON 



covered by the formation above described. The country is undulating 
throughout, and abounds with lakes of all shapes and sizes. The scenery 
is everywhere beautifQlly picturesque, owing to the great variety of hill 
and dale, and the numerous rivers and lakes scattered ever^nvhjere. 

The soil of Nova Scotia varies greatly in quality ; some of the up- 
lands are sandy and poor, while the tops of the hills are frequently 
highly productive. On the Atlantic coast the country is so rocky as to 
be difficult of cultivation ; but, when the stones are removed, the soil 
yields excellent crops. 

The portion of Nova Scotia best adapted to agricultural pursuits is 
its northeastern section, which rests upon the sandstones and other 
rocks of the coal formation. Its most valuable portion is upon the 
Bay of Fundy, where there are deep and extensive deposites of rich 
alluvial matter, thrown down by the action of the extraordinary tides 
of this extensive bay. These deposites have been reclaimed from the 
sea by means of dikes; and the "diked marshes," as they are termed, 
are the richest and most wonderfully prolific portions of British North 
America. Nothing can exceed their enduring fertility and fruitfulness, 
to which there seems no reasonable limit. 

The highest land in Nova Scotia is Ardoise hill, which is only 810 
feet above the level of the sea. 

The navigation returns of Nova Scotia present the following state- 
ment of the ships inward and outward in 1849 and 1850, as the 
aggregate of all the ports in the collony. 



Countries. 


Inward 


in 1849. 


Outward 


in 1849. 




Ships, 


Tons. 


Ships. 


Tons. 


Great Britain. 


176 
1,770 

2,806 

287 


75,843 
123,084 
259,974 

26,685 


183 
1,930 
2,606 

102 


77,174 


British, colonies. «....••••...••..... ••... 


148,777 
247,154 


United States 


Foreign States 


9,749 




Total 


5,039 


485,586 


4,821 


482,854 


■ 





Seamen : inward, 34,210 ; outward, 32,375. 

The following is a return of shipping for 1850 : 



Countries. 


Inward. 


Outward. 




Ships. 


Tons. 


Ships. 


Tons. 


Great Britain 


139 
1,963 

2,896 
254 


65,864 
136,992 
281,340 

25; 509 


164 
2,184 
2,595 

157 


71 589' 




167,915 
245,726 


United States 


Foreign States 


15 907 






Total 


5,255 


509,705 


5,102 


501,237 







Seamen : inward, 34,475 ; outward, 32,135. 



COLONIAL AND LAKE TRADE, 



439 



The aggregate value of the imports and exports of Nova Scotia in 
the years 1849 and 1850 is thus stated : 





In 1849. 


In 1850. 




Imports. 


Exports. 


Imports. 


Exports. 


Greart Britain 


$1,489,615 

68,350 
852,165 

22,035 

1,764,785 

727,240 


$260,785 

951,375 

420,140 

24,090 

894,425 

253,920 


$1,892,020 

73,115 

1,192,605 

214,955 

1,612,575 

295,815 


$262,945 

1,179,590 

634,190 

53,595 

988,065 


British colonies — 

West Indies 

North America. ...... 

Elsewhere •••••••••• 


United States 




238,045 




Total 


4,924,190 


2,804,735 


5,281,065 


3,356,430 







The following return shows the quantity and value of all articles, the 
growth, produce, or manufacture of the United States, imported into 
the colony of Nova Scotia during the year 1850, as also the rate and 
amount of duty paid thereon : 



Articles. 



Quantity. 



Value. 



Rate of duty — ster- 
ling. 



Total duty. 



Apples barrels. 

Butter cwt . . 

Beef. do... 

Crackers do. . . 

Clocks number. 

Clocks do . . . 

Candles pounds. 

Candles do. . . 

Cheese cwt . . 

Chocolate pounds. 

Flour barrels. 

Hams cwt . . 

Leather (sole) pounds. 

Leather (upper) do . . . 

Lard cwt.. 

Onions do. .. 

Pork do... 

Rum gallons. 

Sugar (crushed) cwt . . 

Sugar (refined) do. . , 

Tobacco pounds, 

Articles paying 2^ per cent. . . , 
Articles paying 65 per cent. . . , 
Articles paying 10 per cent ... 
Articles paying 20 per cent. . , 



211 

26 

6 

159 

141 

9 

26,138 

465 

107 

241 

62,891 

183 

54,914 

3,448 

380 

1,208 

3,330 

1,291 

44 

37 

248,540 



$632 

336 

31 

l,590v 

352 

180 

3,267 

232 

1,253 

25 

314,455 

1,837 

8,008 

1,292 

3,805 

3,021 

24,730 

968 

450 

470 

46,601 

33,653 

210,847 

13,720 

1,621 



4s. per barrel .... 

8s. per cwt 

6s. per cwt 

3s. Ad. per cwt. . . 

5s. each 

10s. each 

Id. per pound.. . . 
3d. per pound.. . . 
5s. per cwt.. , . . . 
Id. per pound.. . . 
Is. per barrel .... 

9s. per cwt 

Id. per pound.. . . 
2(i. per pound.. . . 

8s. per cwt 

2s. 6d, per cwt. . . 
6s. per pound .... 
Is. 6d. per gallon 

10s. per cwt 

14s. per cwt 

Ihd. per pound... 

2| per cent 

65 per cent 

10 per cent 

20 per cent 



$211 
53 

8 

132 

176 

22 

544 

28 

133 

5 

15,722 

413 

1,143 

143 

761 

755 

4,996 

483 

111 

131 

7,766 

841 

13,177 

1,372 

323 



Total 



673,376 



49,464 



490 



ANDREWS REPORT ON 



1 



The following returns give an abstract of the trade of the province 
of Nova Scotia during the year 1851 : 

No. 1. — Return showing the ships and tonnage inward, and the value of 
imports into the province of Nova Scotia, during the year 1851. 



From what countries. 



Vessels. 



Number. 



Tons. 



Value of im- 
ports. 



Great Britain 

British North American colonies 

British West Indies 

United States 

Foreign West Indies 

Spain 

Colonies of France and Spain . . 

Foreign Europe 

Portugal 

China 

Guernsey and Jersey 

St. Pierre, Newfoundland 

Foreign States 

Total 



109 

1,249 

128 

1,480 

179 

12 

3 

3 

2 

3 

4 

44 

12, 



48,988 

82,613 

13,565 

209,304 

17,542 

3,497 

231 

736 

191 

487 

474 

3,183 



$2,133,035 

1,022,415 

40,590 

1,390,965 

757,565 

16,015 



13,890 
125,000 



1,410 



3,228 



382,102 



5,527,640 



No. 2. — Return showing the ships and tonnage outward, and the value of 
exports from Nova Scotia, during the year 1851. 



To what countries. 



Great Britain 

British North American colonies 

British West Indies 

Guernsey and Jersey 

United States of America 

Foreign West Indies 

Mauritius 

Spain , 

Batavia , 

Pernambuco 

Foreign Europe 

Brazils and colonies of Spain. . . 

South America 

French North America 

St. Pierre 

Total 



Number. 



75 

1,258 

355 

1 

1,433 

104 

2 

1 

1 

1 

3 

5 

1 

18 

7 



3,265 



Tons. 



40,164 

97,153 

39,414 

206 

121,212 

10,008 

469 

189 

400 

203 

407 

604 

283 

928 

419 



311,059 



Value of ex- 
ports. 



p42,245 

1,346,595 

911,355 

13,200 

736,425 

304,080 

12,155 

8,265 



8,930 

16,460 

35,845 

1,905 

3,925 

925 



3,542,310 



COLONIAL AND LAKE TRADE. 



491 



The imports and exports of Nova Scotia for 1849, 1850, and 1851 
■are shown comparatively as follows : 



Imports 
Exports 



1849. 



$4,924,190 
2,804,735 



1850. 



$5,281,065 
3,356,430 



1851. 



$5,527,640 



The various articles of the growth, produce, and manufacture of the 
United States imported into Nova Scotia in 1851 were of the estimated 
value of $886,940, and they paid provincial duties amounting in the 
aggregate to $64,727. 

The principal articles of colonial produce, growth, and manufacture 
exported to the United States of America in 1851 were of the following 
description and value : 



Articles. 


Quantity. 


Value. 


Coals 


47 375 chaldrons 


$145,180 
13 800 


Fish Dried cod • 


^ f^71 nnintals ........ ........... 




59,750 barrels 


290,225 
46 245 




4,444 barrels and 238 boxes, fresh.. . 
17,499 barrels 




62 140 




1,490 barrels • 


3 875 


Pickled fish 


2 692 barrels 


16 405 


Oil 


603 casks and 4,716 gallons 

955 tons 


11,715 
12 840 


TTrppilrinp .. .................. 




40,592 tons 


28,145 


Hides 


2,422 


6,860 




257,700 feet and 466 pieces 


2,815 


Oats 


13,877 bushels 


2,650 
1,580 


Potatoes 


1,385 bushels 


Skins 




1,745 


Wool 


51 bales 


2,040 




21,584 cords 


38,875 






17,930 






Total 


*705,045 









* See note, end of Part IX. 



During the year 1851, one hundred and six American vessels, of 
the aggregate burden of 15,901 tons, entered inward in the various 
ports of Nova Scotia, of which number 91 vessels, 13,032 tons, cleared 
again Vv^ith cargoes for the United States, and the remaining 35 took 
cargoes for foreign ports. 

The number of vessels owned and registered in the province of Nova 
Scotia, on the 31st December, 1850, is thus stated: 2,791 vessels, 
168,392 tons. 

The fisheries on the colonial coasts have been prosecuted to a greater 
extent by the people of Nova Scotia, except Newfoundland, than by 
those of any other colony. The following table, compiled from official 



492 Andrews' report on 

returns, is of some importance at this time to the fishing interests of the 
United States. 

The number of vessels employed in the fisheries of Nova Scotia in 
1851 was 812, of the burden of 43,333 tons, manned by 3,681 men. 
The number of boats engaged was 5,161, manned by 6,7l3 men. The 
number of nets and seines employed was 30,154. The catch of the 
season was as follows : 

Dry fish 196,434 quintals. 

Salmon 1,669 barrels. 

Shad 3,536 '' 

Mackerel 100,047 " 

Herrings 53,200 " 

Alewives 5,343 " 

Smoked herring , 15,409 boxes. 

The total value of the above products of the fisheries is stated at 
$869,080 ; to which must be added 189,250 gallons of fish oil, valued 
at $71,016. The total value of the fisheries undoubtedly greatly ex- 
ceeds a million of dollars. 

The census taken in this province during the past year (1851) gives 
the total population at 276,117 souls. In this total are included 1,056 
Indians, and 4,908 colored persons. 

The number of births in 1850 was 8,120 ; the number of deaths 
2,802; of marriages 1,710. 

It appears that there are in the province 1,096 schools, with an ag- 
gregate of 31,354 scholars. 

The religious denominations are thus classed ; 

Church^of England 36,482 

Roman Catholics 69,634 

Presbyterians — Kirk of Scotland 18,867 

Presbytery of Nova Scotia 28,767 

Free Church of Scotland 25,280 

Baptists 42,243 

Methodists 23,596 

Congregationalists 2,639 

Universahsts 580 

Lutherans 4,087 

Sandinians 101 

Quakers „ 188 

Other denominations 3,791 

The whole number of churches in the province is 567. The number 
of inhabited houses is stated at 41,453; of uninhabited houses 2,028; 
of houses building 2,347; of stores, barns, and outhouses, 52,758. 

The probable value of real estate is stated by the census return at 
$32,203,692. 

It appears that there are in Nova Scotia no less than 40,012 acres of 
diked land. This is chiefly on the upper part of the Bay of Fundy, 
and is celebrated for its enduring fertility. It is estimated to be worth, 



COLONIAL AND LAKE TRADE. 493 

on the average, about $60 per acre. The quantity of improved upland 
is stated at 799,310 acres.. 

The quantity of hve stock is thus stated : 

Horses 28,789 

Neat cattle « 156 857 

Milch cows 86,856 

Sheep 282,180 

Swine 51,533 

The grain and other crops, in 1850, were as follows : 

Wheat bushels . . 297,157 

Barley do 196.097 

Rye do 61,438 

Oats do. . . . 1,384.437 

Buckwheat do 170,301 

Indian corn .do. . . . 37,475 

Hay tons . . . 287,837 

Peas and beans .bushels. . 21 638 

Grass seed do. . . . 3,686 

Potatoes do 1,986,789 

Turnips do 467,127 

Other roots do. 32,325 

The products of the dairy, in 1850, are stated at 3,613,890 pounds 
of butter and 652.069 pounds of cheese. 

There are 1,153 saw mills in the province, which employ 1,786 
men. There are also 398 grist-mills, which employ 437 men. There 
are, besides, 10 steam-mills, or factories, 237 tanneries, 9 foundries, 
81 carding and weaving establishments, 17 breweries and distilleries, 
and 131 other manufacturing estabhshments of various kinds. 

The whole quantit}^ of coals raised in tiie province, in 1850, is stated 
at 114,992 chaldrons. There were 28,603 casks of lime burned and 
very nearly three milHons of bricks manuractured. The quantity of 
gypsum quarried was 79,795 tons ; the quantity of maple sugar made, 
110,441 pounds. 

THE PORT OF HALIFAX. 

Latitude, 44° 39' north; longitude, 63^ 36' west; magnetic varia- 
tion, 15^ 3' west ; rise and fall of tide, 7 to 9 feet. 

It is alleged that the 'harbor of Halifax has not, perhaps, a superior 
in any part of the world. It is situate nearly midway between the 
eastern and western exti^mities of the pe-ninsula of Nova Scotia, and, 
being directly open to the Atlantic, its navig.ition is but rarely impeded 
by ice. From the Atlantic the harbor exte^nds inland for fiiteen miles, 
terminating in a beautitul land-locked basin, where whole Heets may 
ride in good anchorage. 

The entrance to Halifax harbor is well lighted, and buoys are [)laced 
upon all the shoals. A fine, daep cliinn-'l stretch :>s up b^nind H ihfix 
called the Northwest Arm, which renders uhe site oi the city a pe nin- 



494 



ANDREWS REPORT ON 



sula. The town is built on the declivity of a hill, which rises gradually 
from the water's edge ; its length is more than two miles, and breadth 
nearly a mile, with wide streets crossing each other at right angles. 

As the port at which the Cunard mail-steamers touch, on their 
voyages to and from Europe, and as the proposed terminus of the great 
railway from Quebec to the Atlantic, in connexion with those and 
other steamers, Halifax bids fair to become a place of very consider- 
able commercial importance. 

The nature and extent of its trade and commerce, at the present 
time, will be best understood by the tables which follow. 

The value of imports and exports at the port of Halifax, in 1850, is 
thus stated : 



Countries. 



Value of im- 
ports. 



Value of ex- 
ports. 



Great Britain 

^ West Indies 

British colonies < British North America 

I Other colonies 

United States of America 

Foreign States 

Total 



$1,675,150 

44,785 

935,200 

48,275 

1,109,000 

267,990 



4,080,400 



$75,780 
790,150 
124,780 
18,945 
469,000 
187,960 



1,663,615 



The ships inward and outward, in 1850, are thus stated 





Inward. 


Outward. 


Countries. 


Sailing vessels. 


Steam vessels. 


Sailing vessels. 


Steam vessels. 




No. 


Tons. 


No. 


Tons. 


No. 


Tons. 


No. 


Tons. 




61 

587 
259 
174 


28,986 
36,619 

27,518 
18,081 


36 
42 
35 


24,834 

7,798 
32,768 


17 
674 
169 

92 


2,878 
51,659 
19,273 
10,408 


28 
43 
39 


32,354 

8,258 
36,249 


British colonies 


United States 


Fftrpicrn Stntpc!- . . . 












Total 


1,081 


111,204 


113 


65,400 


952 


84,218 


110 


76,861 







COLONIAL AND LAKE TRADE. 



495 



The following is an exhibit of the various descriptions of merchan- 
dise imported into Halifax from the United States in the year 1850, 
with the value of each description : 



Articles. 



Ale and porter 

Agricultural implements. 

Bacon and hams 

Beef and pork 

Books and stationery. . . . , 

Beans and peas , 

Brandy 

Brooms 

Bread and biscuit 

Bran 

Butter 

Burning fluid 

Corn 

Corn -meal 

Cordage 

Cotton manufactures 

Cocoa 

Candles 

Coffee 

Drugs and medicines . . . . 

Wheat flour 

Rye flour 

Dried fruit 

Fresh fruit 

Glassware 

Hardware 

Hides 

Hemp 

Leather 

Leather manufactures. . . . 

Lard 

Onions 

Rice 

Rum 

Sugar 

Soap 

Tallow 

Tar and pitch 

Tobacco 

Tea 

Vinegar 

Wheat 

Miscellaneous 



Value. 



Total. 



$565 
135 
485 

36,170 

23,670 

715 

395 

4,460 

25,505 
3,270 
1,040 
5,280 

21,400 

93,660 

17,085 

54,630 
2,755 
7,640 
6,620 

10,070 
224,050 

77,440 
7,370 
1,410 
3,255 

30,420 
4,315 
4,915 
7,180 
9,990 
2,385 
2,490 

11,070 
1,020 
5,290 
1,455 
4,780 
6,425 

76,785 
8,280 
1,405 

23,935 
106,270 

938,985 



The staple exports of the port of Halifax are the various products of 
the sea fisheries, in which a large number of the inhabitants of Nova 
Scotia are regularly employed. The extent of this business at Halifax 
is thus stated: 



496 



ANDREWS REPORT ON 






Pickled 
cod. 


CO 

1 




00 








• 00 




t3 m 
o -r; 


05 

1 


O --H t- • 


1 




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o 


i 




Pi 




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CM 

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C>100 O CO 


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pq 


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g > 
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3 



COLONIAL AND LAKE TRADE. 



497 



The following return exhibits the number of ships, and their tonnage, 
which entered inward at the port of Halifax during the year 1851, as 
also the value of imports by such vessels, distinguishing British from 
foreign. This return furnishes a good general idea of the import trade 
of Halifax as at present existing : 



From what countries. 


Vessels. 


Value of 


imports. 




'- 


Number. 


Tons. 


British. 


Foreign. 


Total value. 


Great Britain •••.••••••••••t 


97 

528 

101 

264 

4 

152 

9 

3 

3 

1 

1 

1 


53,920 

33,051 

11,366 

60,284 

216 

14,224 

2,157 

337 

548 

186 

113 

400 


P, 482, 095 

92i;710 

45,075 


5^193,255 

19,165 

1,450 

938,985 


P, 675, 350 

940,875 
46,525 


British N. American colonies. . 
British West Indies 


United States 


938,985 


St. Pierre 








587,080 

29,555 

20,600 

2,470 

48,425 


587 080 


Spain .•••••••*••••••••••••• 




29 555 


Portncral •.....•...•• .... 




20 600 


Azores • • ••••• •••••••• 




2,470 

48,425 












Holland 




5,550 


5,550 






Total 


1,164 


176,802 


2,448,880 


1,846,535 


4,295,415 





The Coal Trade. 

Besides its staple export arising from the fisheries, the province of 
Nova Scotia also sends abroad a very considerable quantity of bitu- 
minous coal. 

A notice of the abundant mineral wealth of this colony is given in 
my former report to the Treasury Department, published by order of 
the Senate ; but some portions of this it may be necessary to repeat at 
present, in order to point out clearly the existing state of the coal trade 
of Nova Scotia. 

The coal mines at present opened and worked in this colony are four 
in number. They are as follows : 

1st. The Albion mines, near Pictou, on the Gulf of St. Lawrence. 

2d and 3d. The Sydney and Bridgeport mines, in Cape Breton. 

4th. The Cumberland mines at the head of the Bay of Fundy. 

The mines near Pictou are about eighty miles by water from the 
western extremity of the strait of Canso, which separates Cape Breton 
from Nova Scotia. Here there are ten strata of coal ; the main coal 
band is thirty-three feet in thickness, with twenty-four feet of good 
coal. Out of this only thirteen feet is fit for exportation ; the remaining 
part is valuable for furnaces and forges. 

In consequence of a general subsidence of the ground, to the extent 
of six feet, over all the old workings, new pits have recently been 
opened at the Pictou mines, which are only 150 feet deep ; the main 
coal band being struck at a higher level than in the old pits. 

The average cost of mining coals here is thirty cents per chaldron ; 
the various expenses of the mines, engines, iScc, increase the cost of 
coals at the pit mouth to sixty-two and a half cents per ton. The cost 
32 



498 ANDREWS* REPORT ON 

of screening, transporting to the loading-ground by railway — a distance 
of nine miles^-with other incidental charges, adds seventy-five cents 
per ton to the cost of the coals. 

The shipping season commences at Pictou about the first of Mayy 
and continues until the middle of JNovember, after which the northern 
harbors of Nova Scotia are frozen up. 

At Pictou, coals are delivered by^the single cargo at three dollars 
and thirty cents per chaldron. Purchasers of one thousand chaldrons, 
or more, obtain a deduction of thirty cents per chaldron. The slack, 
or fine coal, is dehvered on board at one dollar and a half per chal- 
dron, with a discount of three per cent, for cash payment. 

The average weight of a chaldron of Pictou coal is 3,456 pounds. 
The average required in the United States is 2,940 pounds the chal- 
dron. 

One hundred chaldrons of coals, Pictou measure, are equal to 120 
chaldrons, Boston measure. The usual freight from Pictou to Boston 
is ^2 75 per chaldron, Boston measure. 

Pictou is in latitude 45^ 41' north ; longitude 62° 40' west ; rise and 
fall of tide 4 to 6 feet. 

The Sydney coal field occupies the southeast portion of the island 
of Cape Breton, and is estimated to contain two hundred and fifty 
miles of workable coal. The thickness of the coal-bed worked at 
Sydney is six feet. It is delivered on board vessels, after being trans- 
ported three miles by railway, to the loading-ground, at $3 60 per 
chaldron, with the same deduction to large purchasers as at Pictou. 
This coal, as a domestic fuel, is accounted equal to the best Newcastle ; 
it is soft, close-burning, and highly bituminous. 

The Bridgeport mines are fifteen miles from Sydney. The coal- 
seam at these mines is nine feet thick, and contains two thin partings 
of shale. The coal is of excellent quality, of the same description as 
at Sydney, and not at all inferior. 

The coals from Cape Breton overrun the Boston measure from 18 to 
20 per cent. 

Sydney is in latitude 46^ 18' north ; longitude 60^ 9' west ; rise 
and fall of the tide 6 feet. 

The Cumberland coal mines are on the coast of Chignecto, which 
forms the northeastern termination of the Bay of Fundy. These mines 
have been bat recently opened. The seam worked is about four and 
a half feet in thickness. The coal is bituminous, but is alleged to con- 
tain more sulphur than any other description in Nova Scotia. 

The principal exportation of coals from Nova Scotia and Cape 
Breton is to ports in Massachusetts and Rhode Island, with a small 
quantity to New York. Many American vessels in this trade, espe- 
cially since the change in the navigation laws, obtain freights for Nova 
Scotia, Newfoundland, the French islands of St. Peter, Prince Edw^ard 
island, and the New Brunswick ports on the Gulf of St. Lawrence, and 
load with coals as their return cargo. 

The mean price of Sydney and Pictou coal for the chaldron, of 48 
bushels, weighing 3,750 (nominally one ton and a quarter) is $3 10, 
which is equal to $2 32 per ckaldron of 3() bushels. The freight to 
Boston is $2 75 per chaldron ; the duty under the tariff of 1846 (thirty 



COLONIAL AND LAKE TRADE. 



499 



per cent, ad valorem) is seventy cents per chaldron, amounting in all 
to $5 77 per chaldron. To this must be added : insurance, two per 
cent., and commission, two and a half per cent. The price paid in 
Boston by actual consumers for this same coal is about eight dollars 
per chaldron. 

Anthracite coal does not exist in any of the colonies, and they bid 
fair to become consumers of Pennsylvania anthracite, the importation 
of which has already commenced, to some extent, in New Brunswick 
for steamboats and foundries. Under liberal arrangements on both 
sides, the consumption of anthracite coals would greatly increase in the 
colonies, and even in Nova Scotia, it being for many purposes better 
fitted and more economical than the bituminous coal of that colony. 

The following return shows the quantities of coal, in chaldrons, 
shipped to the United States from the different mines in Nova Scotia, 
in the years 1849 and 1850 : 



Years. 


Pictou. 


Sydney. 


Joggins, 
(Cumberland.) 


Total. 




Coarse. 


Slack. 


Coarse. 


Slack. 


Coarse. 


Slack. 


Coarse. 


Slack. 


1849 

1850 


48,812 
51,436 


7,110 
6,932 


12,090 
10,796 


1,210 
1,586 


403 
722 




61,305 
62,954 


8,320 
8,518 





The foregoing return was furnished by the Hon. S. Cunard, the 
general agent for all the mines of Nova Scotia. No return has been 
received for the year 1851; but Mr. Cunard states that the quantity 
fell off about twelve thousand chaldrons in that season. 

CAPE BRETON. 

This valuable island is in shape nearly triangular, its shores in- 
dented with many fine, deep harbors, and broken with innumerable 
coves and inlets. 

Cape Breton is almost separated into two islands by the great inlet 
called the Bras D'Or, which enters on its east side, facing Newfound- 
land, by two passages hereafter described, and afterwards spreading out 
into a magnificent sheet of water, ramifies in the most singular manner 
throughout the island, rendering every part of its interior easily ac- 
cessible. 

The Bras D'Or (or *' Arm of Gold") creates two natural divisions in 
Cape Breton, which are in striking contrast ; the northern portion being 
high, bold, and steep ; while that to the south is low, intersected by 
water, diversified with moderate elevations, and rises gradually from 
its interior shore until it presents abrupt cliffs toward the Atlantic 
ocean. 

^The whole area of Cape Breton is estimated at 2,000,000 of acres ; 
its population somewhat exceeds 50,000 souls. 

In the southern division of Cape Breton, the highest land does not 
exceed 800 feet j but in the northern division the highlands are higher, 



500 Andrews' report on 

bolder, and more continuous, terminating at North Cape, wbicK is 
1,800 feet in height, and faces Cape Ray on the opposite coast of New- 
foundland. Between these two capes, which are 48 miles apart, is 
the main entrance to the Gulf of and river St. Lawrence — a pass of 
great importance. 

The Bras D'Or appears to have been an eruption of the ocean, 
caused by some earthquake or convulsion, which admitted the water 
within the usual bound a^-y of the coast. This noble sea-water lake is 
50 miles in length, and its greatest breadth about 20 miles. The depth 
of water varies from 12 to 60 fathoms, and it is everywhere secure and 
navigable. Sea-fisheries of every kind are carried on within the Bras 
D'Or to a very considerable extent, as also a salmon fishery. Quan- 
tities of codfish and herrings are taken on this lake during winter 
through holes cut in the ice. The entrance to this great sea-lake is di- 
vided into two passages by Boulardrie island ; the south passage is 23 
miles long, and from a quarter of a mile to three miles wide ; but it is 
not navigable for large vessels, owing to a bar at its mouth. The north 
passage is 25 miles long, from two to three miles wide, with a free 
navigation, and above 60 fathoms of water. The shores of these en- 
trances are settled by Scotch Highlanders and emigrants from the 
Hebrides, who prosecute the fisheries in boats with much success. 
These fisheries are most extensive and valuable, not exceeded in any 
part of America ; but, from their inland position, are at present wholly 
inaccessible to our citizens, who have never yet participated in them 
in the least degree. 

In several of the large bays connected with the Bras D'Or, the large 
timber ships from England receive their cargoes at 40 and 60 miles 
distance from the sea. The timber is of good size, and of excellent 
quality. 

The rich coal deposites of Cape Breton occupy not less than 120 
square miles, all containing available seams for working of bituminous 
coal of the best quality. 

The extensive and varied fisheries ; the rich deposites of the finest 
coal, with the best iron ore ; the superior quality of the timber, and ex- 
traordinary facilities and conveniences for ship-building ; the rare ad- 
vantage of inland navigation, bordered by good land for agricultural 
purposes; the existence also of abundant salt springs, lofty cliffs of the 
best gypsum, and the finest building stone of all kinds ; with the geo- 
graphical situation of the island as the key of the St. Lawrence, and 
the position which commands the entire commerce and fisheries of the 
northeastern portion of North America — all combine to render Cape 
Breton one of the most important and most desirable possessions of 
British North America. 

The possession of Cape Breton is of the utmost consequence to Great 
Britain. The naval power of France, it is well known and admitted, 
began to decline from the time that nation was driven out of the North 
American fisheries by the conquest of Louisburg. 

It has been said by Mr. John MacGregor, SL P., late secretar}^ to 
the Board of Trade, that the possession of Cape Breton would be more 
valuable to our people, as a nation, than any of the British West India 
islands ; and that if it were once obtained by them as a fishing station, 



COLONIAL AND LAKE TRADE. 501 

^nd a position to command the surrounding seas and neighboring 
■ coasts, the American navy might safely cope with that of all Europe. 

By the treaty of Utrecht, in 1713, France ceded to England the 
country called "L'Acadie," now known as Nova Scotia and New 
Brunswick, but reserved to itself the "Isle Royale," since called Cape 
Breton. In order to maintain their position in America, the French 
took formal possession of the harbor of Louisburg soon after this treaty, 
and in 1720 commenced there the construction of the fortress of that 
name, so well known and celebrated in history. Upon this fortress the 
French nation expended thirty millions of livres — a very large sum in 
those days. It was captured in the most gallant and extraordinary 
manner by the forces of New England, in 1745, but was restored to 
France by the treaty of Aix-la-Chapelle, in 1747, in return for Madras. 
It was recaptured by the British and colonial forces in 1758 ; and after 
the treaty of 1763, by which the French gave up all their North Amer- 
ican possessions to England, the British government demolished the 
fortifications of Louisburg, at an expense of $50,000, fearing they 
might fall into the hands of some hostile power. Since then the famous 
harbor of Louisburg has been deserted; although previously — during 
its occupation by the French — it exported no less than 500,000 quintals 
of cod annual^, and six hundred vessels, of all sizes, were employed 
in its trade and fisheries. 

Cape Breton was formally annexed to Nova Scotia, by royal declar- 
ation, in 1763; but in 1784, a separate constitution was granted to it, 
and it remained under the management of a lieutenant governor, coun- 
cil, and assembly, until 1820, when it was re-annexed to Nova Scotia. 
Owing to the returns of trade for Cape Breton being mixed up with 
those for Nova .Scotia, it is now difficult to obtain an accurate account 
of the value of its products annually. 

The products of the fisheries of Cape Breton, in 1847 and 1848, 
were as follows: 

1847.— Dried cod, 41,364 quintals. 

Scalefish, dried. .„ 14,948 

Pickled fish- 
Mackerel 17,200 barrels. 

Herrings 2,985 " 

Salmon 335 " 

Other pickled fish 12,399 *' 

Seal-skins 12,100 in number. 

Oil of all kinds 415 tuns. 

The estimated value of the foregoing articles was $302,616. 

1848.— Dried cod 32,553 quintals. 

Scalefish, dried 6,783 

Pickled fish- 
Mackerel 14,050 barrels. 

Herrings 3,700 

Salmon 295 '* 

Other pickled fish 18,862 

Seal-skins 2,200 in number. 

Oil of all kinds 543 tuns. 

The value of the above estimated at $282,772. 



502 



ANDREWS' REPORT ON 



There is reason to believe, however, that the above gives but an 
imperfect idea of the extent of the fisheries at Cape Breton. It has 
been ascertained that, from the portion of this island within the strait 
of Canso, the following quantities of fish were exported in the year 
1850: 

Codfish 28,570 quintals. 

Herrings 8,750 barrels. 

Spring mackerel 51,600 " 

Fall mackerel 7,670 

No returns can be procured from the northern and western portions 
of this island, the fish caught near which being generally carried direct 
to market from the fishing-grounds by the fishermen themselves, with- 
out reference to any custom-house. It has been ascertained, however, 
on good authority, that the quantity of herrings and mackerel caught 
and cured at Cheticamp, (the western extremity of Cape Breton,) during 
the season of 1851, was not less than 100,000 barrels. 

It is alleged that the banks in the vicinity of Cape Breton are thickly 
covered with shell-fish, and consequently are the best feeding-grounds 
for cod found anywhere in those seas ; hence, also, the superior quality 
of the cod caught and cured there. 

The total quantity of coals raised in Cape Breton, and sold during 
the year 1849, amounted to 24,960 chaldrons (Newcastle measure) of 
large coal and 11,787 chaldrons of fine coal; of this quantity, 12,090 
chaldrons of the large coal and 1,210 chaldrons of fine coal were 
shipped to the United States in 1849; in 1850 the quantity shipped to 
the United States was 10,796 chaldrons of large coal and 1,586 chald- 
rons of fine coal. 

The entries and clearances of trading and fishing vessels at Cape 
Breton in 1850 were as follows : 

Inward in 1850. 



From what country. 


Vessels. 


Tons. 


Vessels. 


Tons. 


At Arichat— 

Tfrnm T'.nrrlanfl . ....................... 


2 

52 

98 

5 


349 
3,196 
8,105 
1,663 


157 
351 








From the United States 




F^rnm forpioTi Statps .. .. ................ 








Total 






13,313 


At Sydney— 

F^rnm T^ifi crlaTifl 


6 

216 

104 

25 


1,859 

21,017 

10,956 

1,516 




Ti^rnm Rriti-^li f*nlnnip«j .* ................... 




From the United States 












Total 






35,348 












508 


48,661 











COLONIAL AND LAKE TRADE. 



350 



Vessels outward in 1850. 



To what country. 


Vessels. 


Tons. 


Vessels. 


Tons. 


From Arichat — 

To Great Britain 






66 
339 




T'n Rrif"i<;}i f*n1nniPS. ......<..........••«*••■•• 


48 


2,961 

1,283 

633 




To fhe T Jnited States ••..• 




Tn forpicrn States •• « 








Total 






4,877 


From Sydney — 

To Great Britain 


5 

217 

69 

48 


837 

20,615 

6,883 

3,712 


Trt Rriti«;li mlnnip'? ........ .................. 




To the United States 




To foreign States 








Total 






31,591 








W^hole number of vessels outward. . . 


405 


36 468 









The value of imports and exports at Cape Breton, in 1850, is thus 
stated in the official returns made to Halifax : 





Arichat. 


Sydney. 


Total 
value. 


IMPORTS. 
S'r-<^m Grpnt Rrifn in -. .. ...................... 


$1,515 
1,355 
23,585 
15,695 
43,380 
1,355 


$18,335 








From British IVnrth A mprir.a ............................ 


16,860 




From othpr Rrifiih pnlonips .............................. 




From United States* 


13,645 
1,690 














86,945 


50,530 


$137,475 


To Great Britain » 




10,850 

2,745 

119,265 


To British West Indies .■ 


38,400 
38,620 
9,650 
35,335 
32,475 












To United States 


44,470 
7,200 




To foreiff'n States , 










154,480 


184,530 


339,010 









It is believed that the foregoing statements do not give a correct 
account of the whole import and export trade of Cape Breton, as much 
is imported and sent away through Halifax, to and from which there is 
at all times an extensive coasting trade. But sufficient has been stated 
to show that Cape Breton possesses a very considerable trade, which 
might be very largely increased with our country under a system of 
free interchanges, inasmuch as Cape Breton greatly needs, and will 
always continue to purchase, many products of the LFnited States, the 
quantity being limited solely by the power of paying for them in th e 



504 Andrews' report on 

produce of her forests, mines, and fisheries, the exports from which 
could be increased very considerable. 

SABLE ISLAND. 

This low, sandy island, the scene of numerous and melancholy ship- 
wrecks, lies directly in the track of vessels bound to or from Europe. 
It is about eighty-five miles distant from Cape Canso. Its length is 
about twenty-five miles, by one mile and a quarter in width, shaped 
like a bow, and diminishing at either end to an accumulation of loose 
white sand, being little more than a congeries of hard banks of the same. 
The suQQ of ^4,000 annually is devoted to keeping a superintendent from 
Nova Scotia, with a party of men, provided with provisions and other 
necessaries, for the purpose of relieving shipwrecked mariners, of 
whatever nation, who may be cast upon its shores. 

Of late years it has been found that mackerel of the finest quality can 
be taken in great abundance, quite close to the shores of Sable island, 
during the whole of every fishing season ; and this fishing is every year 
becoming of greater importance. Several of our enterprising fishermen 
have found their way there of late, in schooners of about ninety tons, 
and have succeeded very well. 

By observations of Captain Bayfield, R. N., the well known marine 
surveyor, made in the autumn of 1851, the eastern extreme of this 
island has been found to be in latitude 43^ 59' north, and longitude 
59° 45' 59" west. Two miles of the west end of the island have been 
washed away since 1828. This reduction, and consequent addition to 
the western bar, is reported to have been in operation since 1811, and 
seems likely to continue. There has been no material change in the 
east end of the island within the memory of any one acquainted with it. 

The western bar may be safely approached by the lead, from any 
direction, with common precaution. The length of the northeast bar, 
it is said by Captain Bayfield, has been greatly exaggerated ; but still, 
it is a most formidable danger. Its real length is fourteen miles only, 
instead of twenty-eight, as heretofore reported. For thirteen miles from 
the land it has six fathoms of water, with a fine of heavy breakers in 
bad weather ; in the fourteenth mile there is ten fathoms of water, and 
not far from the extremity of the bar 170 fathoms, so that a vessel going 
moderately fast might be on the bar in a few minutes after in vain 
trying for soundings. 

Captain Bayfield has recommended to the government of Nova 
Scotia to establish a light-house on the east end of this island, and 
measures are now in progress for its erection. 

Sable island lies eighty miles to the southward of Nova Scotia, and 
in the immediate vicinity of the gulf-stream. Throughout nearly its 
whole length of twenty-five miles, sable island is covered with natural 
grass and wild pease, sustaining by its spontaneous production, five 
hundred head of wild horses, and many cattle. 

The Hon. Mr. Howe, principle secretary of Nova Scotia, visited this 
island in 1850, and reported favorably as to the extent and value of the 
fishery upon its coast. The superintendent informed Mr. Howe that, a 
few days before his arrival, the mackerel crowded the coast in such 



COLONIAL AND LAKE TRADE. 505 

numbers that they almost pressed each other upon the sands. Mr. 
Howe himself saw an unbroken shoal, extending from the landing 
place for a mile, within good seining distance, besides other shoals at 
various points, indicating the presence, in the surrounding seas, of 
incalculable wealth. 

It is believed that a good boat fishery for cod might be carried on 
here. Seals are numerous all around the island, being very little dis- 
turbed. 

Hitherto the government of Nova Scotia, to which this island belongs, 
has not permitted any fishing establishments to be set up upon it. It 
has been feared that discipline would not be maintained at the govern- 
ment establishment for the relief of shipwrecked mariners, if persons 
not under the control of the superintendent were allowed to land upon 
the island, and that the obligations of humanity might be disregarded 
by mere voluntary settlers, or that the temptation to plunder the unfor- 
tunate might prove too strong to be resisted by such a population when 
the hand of authority was withdrawn. 

The natives of Nantucket,* if permitted, would soon build havens 
and breakwaters at Sable island, and make what is now but a dreaded 
sand bank amid the solitudes of the ocean, a cultivated centre of 
mechanical and maritime industry; and, as population increased, em- 
ployment would be found for the hardy race which this stern nursery 
would foster and train, to draw w^ealth from the deep. 

* A writer in that valuable work, Hunt's Merchant's Magazine, thus describes Nantucket, 
which, in many respects, is very similar to Sable island : 

" Nantucket — A small crescent of pebbly soil, just lifting itself above the level of the ocean, 
surrounded by a belt of roaring breakers, and destitute of all shelter from the stormy blasts 
which sweep over it, there is nothing about it ' but doth suffer a sea change.' Its inhabitants 
know hardly anything but of the sea and sky. Rocks, mountains, trees, and rivers, and the 
bright verdure of the earth, are names only to them, which have no particular significance. 
They read of these as other people read of angels and demi-gods. There may be such things, 
or there may not. But, dreary and desolate as their island may seem to others, it realizes 
their ideal of what the world should be ; and probably they dream that Paradise is just such 
another place — a duplicate island, where every wind that blows wafts the spray of the sea in 
their faces!" 



COLONIAL AND LAKE TRADE. 507 



PART YIII 



THE ISLAND COLONY OF NEWFOUNDLAND, INCLUDING 

LABRADOR. 

In order that a correct opinion may be formed as to the natural re- 
sources and capabilities of the island of Newfoundland, and the value 
of its fisheries, it will be necessary to give a brief notice of the geo- 
graphical position and physical conformation of that island. A brief 
description will also be given of the Labrador coast, which now forms 
part of the government of this colony. 

Newfoundland hes on the northeast side of the entrance into the Gulf 
of St. Lawrence. From Canada it is separated by the Gulf; its south- 
vv^est point approaches Cape Breton within about 46 miles ; to the 
north and northwest are the shores of Labrador, from which it is divided 
by the Strait of Belleisle ; its eastern side is washed by the Atlantic 
ocean. Its form is somewhat triangular, but without any approach to 
regularity, each of its sides being broken into numerous bays, harbors, 
creeks, and estuaries. Its circuit is not much less than one thousand 
miles. Its width at the widest part between Cape Ray and Cape 
Bonavista is about 300 miles ; its extreme length from Cape Race to 
Griguet bay is about four hundred and nineteen miles, measured on a 
curve through the centre of the island. 

From the sea, Newfoundland has a wild and sterile appearance, 
which is anything but inviting. Its general character is that of a rugged, 
and, for the most part, a barren country. Hills and valleys continually 
succeed each other, the former never rising into mountains, and the 
latter rarely expanding into plains. 

The hills are of various characters, forming sometimes long flat- 
topped ridges, and being occasionally round and isolated, with sharp 
peaks and craggy precipcies. The valleys also vary from gently slop- 
ing depressions to rugged and abrupt ravines. The sea-cliffs are for 
the most part bold and lofty, with deep water close at their foot. Great 
boulders, or loose rocks, scattered over the country, increase the general 
roughness of its appearance and character. This uneven surface is 
covered by three different kinds of vegetation, forming districts, to 
which the names of "woods," "marshes," and "barrens," are respect- 
ively assigned. 

The whole occupy indifferently the sides, and even the summits, of 
the hills, the valleys, and the lower lands. They are generally found, 
however, clothing the sides of hills, or the slopes of valleys, or wherever 
there is any drainage for the surplus water. For the same reason, 
probably, they occur in greatest abundance in the vicinity of the sea- 
coast, around the lakes, and near the rivers, if the soil and other cir- 
cumstances be also favorable. 



508 

The trees of Newfoundland consist principally of pine, spruce, fir, 
larch, (or hackmatac,) and birch ; in some districts the mountain ash, 
the aider, the aspen, and a few others, are also found. The character 
of the timber varies greatly, according to the nature of the sub-soil and 
the situation. In some parts, where the woods have been undisturbed 
by the axe, trees of fair girth and height may be found. These, how- 
ever, are scattered, or occur only in small groups. Most of the wood 
is of small and stunted growth, consisting chiefly of fir trees, from 
twenty to thirty feet in height, and about three or four inches in dia- 
meter. These commonly grow so close together that their twigs and 
branches interlace from top to bottom, and lying indiscriminately 
among them are innumerable old and rotten stumps and branches, or 
newly-fallen trees. These, with the young shoots and brush-wood, 
form a tangled and often impenetrable thicket. 

Embosomed in the woods, and covering the valleys and lower lands, 
are found open tracts, which are called " marshes." These marshes 
are not necessarily low or even level land, but are frequently at a con- 
siderable height above the sea, and have often an undulated surface. 
They are open tracts, covered with moss, sometimes to the depth of 
several feet. This moss is green, soft, and spungy ; it is bound to- 
gether by straggling grass, and various marsh plants. The surface is 
very uneven, abounding in little hillocks and holes, the tops of the hil- 
locks having often dry, crisp moss upon them. A boulder or small 
crag of rock occasionally protrudes, covered with red or white lichens, 
and here and there is a bank, on which the moss has become dry and 
3''ellow. The contrast of these colors with the dark velvety green of 
the wet moss, often gives a peculiarly rich appearance to the marshes. 
This thick coating of moss is precisely like a great sponge spread over 
the country. At the melting of the snow in the spring it becomes 
thoroughly saturated with water, which it long retains, and which 
every shower of rain continually renews. Numerous small holes and 
pools of water, and in the lower parts, small sluggish brooks or gulleys, 
are met with in these tracts ; but the extreme wetness of the marshes 
is due almost entirely to the spungy nature of the moss, the slope of 
the ground being always nearly sufficient for surface drainage ; and 
when the moss is stripped off, dry ground or bare rock is generally 
found beneath. 

The "barrens" of Newfoundland are those districts which occupy 
the summits of the hills and ridges, and other elevated and exposed 
tracts. They are covered with a thin and scrubby vegetation, consist- 
ing of berry-bearing plants and dwarf bushes of various sorts. Bare 
patches of gravel and boulders, and crumbling fragments of rock, are 
frequently met with upon the "barrens," which generally are altogether 
destitute of vegetable soil. 

These different tracts are none of them of any great extent ; woods, 
marshes, and barrens frequently alternating with each other in the 
course of a day's journey. 

In describing the general features of the country one of the most re- 
markable must not be omitted, namely, the immense abundance of 
lakes of all sizes, which are indiscriminately called "ponds." These 
are found everywhere, over the whole face of the country, not only in 



COLONIAL AND LAKE TRADE. 509 

the valleys but on the higher lands, and even in the hollows of the 
summits of the ridges, and the very tops of the hills. 

They vary in size from pools of fifty yards in diameter to lakes up- 
wards of thirty miles long, and four or five miles across. The number 
of those which exceed two miles in extent must, on the whole, amount 
to several hundreds, while those of smaller size are absolutely count- 
less. 

Taken in connexion with this remarkable abundance of lakes, the 
total absence of anything that can be called a navigable river is at first 
sight quite anomalous. The broken and generally undulated character 
of the country is no doubt one cause of the absence of large rivers. 
Each pond, or small set of ponds, communicates with a valley of its 
own, down which it sends an insignificant brook, that pursues the 
nearest course to the sea. The chief cause, however, both of the vast 
abundance of ponds and the general scantiness of the brooks, and 
smallness of the extent of each system of drainage, is to be found in 
the great coating of moss that is spread over the country. On any 
great accession of moisture, either from rain or melted snow, the chief 
portion is absorbed by this large sponge ; the remainder fills the numer- 
ous ponds to the brink, while only some portion of the latter runs off 
by the brooks. Great periodical floods, which would sweep out and 
deepen the river channels, are almost impossible ; while the rivers have 
not power at any time to breach the barriers between them, and unite 
their waters. In dry weather, when from evaporation and drainage 
the ponds begin to shrink, they are supplied by the slow aud gradual 
drainage of the marshes, where the water has been kept as in a reser- 
voir, to be given off when required. 

The quantity of ground covered by fresh water in Newfoundland ha& 
been estimated, by those acquainted with the country, at one-third 
of the whole island, and this large proportion will not probably be 
found an exaggeration. The area of Newfoundland is estimated at 
23,040,000 acres. 

LABRADOR. 

Of the coast of Labrador less is known than of the island of New- 
foundland, to the government of which it was re-annexed in 1808, 
having for some time previously been under the jurisdiction of Canada, 
It may be said to extend ii:om the fiftieth to the sixty-first degree of 
north latitude, and from longitude 56^ west, on the Atlantic, to 78^, 
on Hudson's bay. It has a seacoast of about 100 miles, and is fre- 
quented, during the summer season, by more than 20,000 persons. 

This vast country, equal in extent to France, Spain and Germany, 
has a resident population of between 8,000 and 10,000 souls, including 
the Esquimaux and Moravians. 

The climate is very severe, and the summer of exceedingly short 
duration. It is believed that the mean temperature of the year does 
not exceed the freezing-point. The ice does not usually leave the coast 
before June ; and young ice begins to form again on the pools and 
sheltered small bays in September, when frosts are very frequent at 
night. Situate in a severe and gloomy climate, and producing nothing 



510 ANDREWS' REPORT ON 

that can support human life, this is one of the most barren and desolate 
countries in the world. But, as if in compensation for the sterility of 
the land, the sea in its vicinity teems with iish. There would be little 
inducement to visit the desolate coast of Labrador but for its most 
valuable and prolific fisheries, which excite the enterprise and reward 
the industry of thousands of hardy adventurers who annually visit its 
rugged shores. 

In general, the main land does not exceed the height of five hundred 
feet ^ibove the level of the sea, and is often much lower, as are all the 
islands, excepting Great and Little Mecatina. The main land and 
islands are of granitic rock, bare of trees, excepting at the heads of 
bays, where small spruce and birch trees are met with occasionally. 
When not entirely bare, the main land and islands are covered with 
moss or scrubby spruce bushes ; and there are many ponds of dark 
bog- water, frequented by water-fowl and flocks of the Labrador 
curlew . 

The main land is broken into inlets and bays, and fringed with 
islands, rocks, and ledges, which frequently rise abruptly to within a 
few feet of the surface, from depths so great as to afford no warning by 
the lead. In some parts, the islands and rocks are so numerous as to 
form a complete labyrinth, in which nothing but small egging schooners 
or shallops can find their way. 

But although the navigation is everywhere more or less intricate, yet 
there are several harbors fit for large vessels, which may be safely 
entered, with proper charts and sailing directions. 

The Strait of Belleisle, which separates Newfoundland from Labra- 
dor, is about fifty miles long, and twelve broad. It is deep, but is not 
considered a safe passage usually, owing to the strong current which 
sets through it, and the want of harbors. There are no harbors on that 
part of the Newfoundland coast which faces this strait ; and those on 
the Labrador coast are not considered safe, except the havens near the 
northern and southern extremities of the strait. 

During the winter months the resident population of Labrador does 
not exceed eight hundred souls of European descent. Many of the 
white men have intermarried with the Indians. The few widely-scat- 
tered famiUes reside at the establishments for seal and salmon-fishing, 
and for fur-trading. Seals and salmon are very plentiful ; the latter are 
of a larger and better description than those taken on the coast of New^ 
foundland. 

The furs of Labrador are very valuable. There are four kinds of 
foxes ; with otters, sables, beavers, lynxes, black and white bears, 
wolves, deer, (caribou,) ermine, hares, and several other small animals, 
all bearing fur of the best description. The Canadian partridge, and 
the ptarmigan, or willow grouse, are also plentiful. 

A number of small schooners or shallops, of about twenty-five tons, 
are employed in what is termed the " egging business." The eggs 
that are most abundant and most prized are those of the murr; but the 
eggs of puffins, gannets, gulls, eider ducks, and cormorants, are also 
collected. Halifax is the principal market for these eggs, but they have 
been also carried to Boston, and other ports. One vessel of 25 tons is 
said to have cleared $800 by this egging business in a favorable season. 



COLONIAL AND LAKE TRADE. 511 

THE COD-FISHERY. 

In Newfoundland the term " fish " is generally understood to mean 
codfish, that being the great staple of the island. Every other descrip- 
tion of fish is designated by its particular name. 

The cod-fishery is either prosecuted in large vessels in the open sea, 
upon the Grand Bank of Newfoundland, or else in boats or shallops 
near the coast of the island ; and these modes of fishing are respect- 
ively designated the "bank fishery," and the " shore fishery." 

The Grand Bank is the most extensive sub-marine elevation yet 
discovered. It is about six hundred miles in length, and in some 
places five degrees, or two hundred miles, in breadth. The soundings 
on it are from twenty-five to ninety-five fathoms. The bottom is gen- 
erally covered with shell-fish. It is frequented by immense shoals of 
small fish, most of which serve as food for the cod. Where the bottom 
is principally of sand, and the depth of water about thirty fathoms, 
cod are found in greatest plenty ; on a muddy bottom cod are not nu- 
merous. The best fishing grounds on the Grand Bank are between 
latitude 42° and 46^. 

Those perpetual fogs which hang over the Banks, and hover near the 
southern and eastern portions of the coast of Newfoundland, are sup- 
posed to be caused by the tropical waters, swept onward by the Gulf 
steam, meeting with the icy waters carried down by the influence of 
the northerly and westerly winds from the Polar seas. This meeting 
takes place on the Grand Bank. The difference in the temperature of 
the opposing currents, and in their accompanying atmospheres, pro- 
duces both evaporation and condensation, and hence the continual fog. 

The cod-fishery on the Grand Bank began a few years after the 
discovery of Newfoundland. In 1502, mention is made of several 
Portuguese vessels having commenced this great fishery. In 1517, 
when the first English fishing vessels appeared on the Banks, there 
were then on the fishing ground no less than fifty Spanish, French, 
and Portuguese ships, engaged in the fisheries. 

The great value of this fishery was not fully appreciated by the 
English until about 1618. In twelve years after, there were no less 
than one hundred and fifty vessels from Devonshire alone engaged in 
it. At that period England began to supply the Spanish and Italian 
markets, and then a rivalr}^ in the fishery sprang up between the Eng- 
hsh and French. Its importance to England was manifested by the 
various acts of Parliament which were passed, and the measures 
adopted for its regulation and protection. Ships of war were sent 
to convey the British fishing vessels, and protect them while prosecu- 
ting the fishery. In 1676, some of the large vessels engaged in the 
Bank fishery carried twenty guns, eighteen small boats, and from 
ninety to one hundred men. This arose from the hostile position as- 
sumed by France with reference to this fishery. The EngUsh fisher- 
men had much annoyance and trouble from those of France; notwith- 
standing which, the British Bank fishery continued to prosper. 

Owing to the confusion created by the French revolution of 1792, 
their bounties on the Newfoundland fisheries were discontinued, and 
they immediately fell off greatly. In 1777, no less than 20,000 French 



512 Andrews' report on 

seamen were employed in the Newfoundland fisheries ; but that num- 
ber dwindled down to 3,397 in 1793. 

From 1793 to ]814, the British fishery at Newfoundland prospered 
greatly. The price in foreign markets was very high, and the value 
of fish exported from Newfoundland in 1814 was estimated at nearly 
fifteen millions of dollars. 

At that time the western and southern *' shore" fishery sprung into 
importance, and offered stronger inducements for its pursuit by the in- 
habitants of Newfoundland than the Bank fishery. The latter was then 
chiefly carried on fi'om St. John, and to a limited extent from Bay 
Bulls, Cape Broyle, Termense, Renews, and Trepassy. It was prose- 
cuted by parties from the west of England, who were the last to 
abandon it. Their " bankers," as vessels which fish on the Grand Bank 
are termed, generally carried twelve men, whose catch for the season 
was about one thousand quintals of cod; yielding, also, about four tons 
of oil from their livers. 

After the peace of 1814, the British Newfoundland fisheries suddenly 
declined, owing to the competition which sprung up with the French 
fishermen, and our own citizens engaged in the business. Many of the 
chief merchants of Newfoundland engaged in the trade, as also num- 
bers of the principal fishermen, were wholly ruined : and it is stated, 
on good authority, that bills of exchange on England, to the extent of 
one million of pounds sterling, were returned protested in the years 
1815, 1816, and 1817. So great was the extent of the depression in 
the British fisheries of Newfoundland, that it was at one time proposed 
to remove the settled population from the island. This, however, was 
not carried out, temporary measures being adopted to relieve the pres- 
ure which bore with such excessive severity upon the staple trade of 
the country. 

The bounties granted by France were higher even then than at pres- 
ent, and were so arranged as to exclude all fish of British catch from 
the French, Spanish, and Italian markets. The effect of this has been 
to break up the fishery on the Grand Bank by British vessels, alto- 
gether; and that fisher}'' is now prosecuted solely by the vessels of 
France and of the United States, under the stimulus of bounties, which 
have never been given to this fishery by the British. 

THE SHORE FISHERY. 

The inhabitants of Newfoundland [)rosecute the shore fishery for cod 
in boats, shallops, and schooners, according to the ability of those who 
fit them out. In the small boats the fishery is pursued on the coast by 
the poorer portion of the inhabitants, who generally abandon it for the 
large-boat fishery so soon as they acquire sufficient means. In the 
small boats the people are confined to their immediate localities, whether 
the fishing is good or bad ; with the larger boats they can avail them- 
selves of such of the fishing grounds as ofier the greatest induce- 
ments. 

A fair average catch for small boats is from forty to fift}'' quintals per 
man for each season ; for the large boats, from eighty to one hundred 
quintals per man. The expense of the large boats is about fifty per 



tJOEONlAL AND LAKE TRADE. 51S 

cent, beyond that of the others. In the small boats there are two men 
only, and sometimes but one ; in the large boats, four to six men. 

At most of the fishing stations on the coast of Newfoundland the 
cod-fishery commences early in June, and by the lOth of August may 
be said to be over, for, although the people continue it for two months 
longer, the proceeds sometimes fail to pay even the expenses. The 
want of other employment is the principal reason why it is not aban- 
doned in August. On some parts of the coast, however, the cod-fish- 
ery is pursued with much success during the whole year. 

The small boats land their catch every night, when the fish are split 
and salted on shore. The large boats, when fishing near home, gene- 
rally land their catch and salt it in the same way ; but when at a dis- 
tance from home they split and salt on board from day to day, until 
they have completed their fare. Four times the quantity of spht fish, 
■as compared with the article when caught, may be stowed in the same 
space. 

The " shore fishery " is the most productive, both of merchantable 
fish and oil. 

The cod-fishery being generally the most certain in its results, has 
hitherto been followed as the staple and prevailing fishery at New- 
foundland ; while the seal, the herring, the salmon, the mackerel, and 
the whale fisheries, have been prosecuted but a comparatively short 
time, and to a limited extent, in those localities where they w^ere first 
-commenced. They are considered of such minor importance (with the 
exception of the seal-fishery) that no permanent arrangements have yet 
been made for their development throughout the whole fishing season. 

THE HERRING ^FISHERY. 

Great shoals of herrings visit the coasts of Newfoundland in the 
early part of every season to deposit-e their spawn, when a sufficient 
quantity for bait only is taken by the resident fishermen. On the 
southern and western coasts of Newfoundland, however, herrings are 
caught to some extent for expoitation, but not by any means in such 
quantities as might be expected, considering their wonderful abundance. 
The inhabitants do not pursue the herring fishery as a distinct branch 
of business : so many as are required by themselves for bait in the 
cod-fishery, and to supply the French "bankers," appear to be about 
the extent of the quantity taken in general. It is no uncommon thing 
on the south and west coasts of Newfoundland for hundreds of barrels 
of live herrings of good quality to be turned out of the seines in which 
the}^ are taken, the people not deeming them worthy of the salt and the 
labor of curing. 

This fishery might be made almost as productive as that for cod, and 
perhaps more valuable, by the adoption of an improved system of 
curing and packing, which would render the fish fit for those mar- 
kets from which it is now excluded by reason of being imperfectly 
•cured. 

33 



514 Andrews' report on 

the salmon fishery. 

This is a valuable fishery in Newfoundland, but it is not prosecuted 
so extensively as it might be, nor are the fish so valuable, when cured^ 
as they ought to be, Irom the manner in which they are split and 
salted. This branch of business, under better management, could be 
rendered much more extensive and profitable. 

THE MACKEREL FISHERY. 

Although mackerel are said to abound on the southern shores of 
Newfoundland, as also north of Cape Ray, and thence up to the Strait 
of Belleisle, during the summer season, yet this branch of the fisheries 
is neglected by the residents of the island. They have no outfit for 
the mackerel fishery whatever, and this excellent fish seems to possess 
perfect impunity on those coasts of Newfoundland which it frequents? 
going and returning as it pleases, without the least molestation. 

THE WHALE FISHERY. 

It is believed that the whale fishery might be much more exten- 
sively pursued from Newfoundland than at present, particularly on the 
western coast, and in the Gulf of St. Lawrence, where it is prosecuted 
to a limited extent by the hardy fishermen of Gaspe, without compe- 
tition. 

THE SEAL FISHERY. 

About fifty years since, the capture of seals on the ice in early 
spring, which is popularly called " the seal fishery," first began at 
Newfoundland. It languished, however, until 1825, since which it has 
gone on increasing, year by year ; and w^hen successful, it is the most 
profitable business pursued there. 

The mode of prosecuting this fishery is as follows : The vessels 
equipped for the seal fishery are from sixty to one hundred and eighty 
tons each, with crews of twenty-five to forty-five men ; they are always 
prepared for sea, with the necessary equipment, in March every year. 
At that season the various sealing crews combine, and by their united 
efforts cut the vessels out of the ice, in which they have firmly frozen 
during the winter. The vessels then proceed to the field ice, pushing 
their way through the openings or working to windward of it, until 
they meet it, covered with vast herds of seals. The animals are sur- 
prised by the seal-hunters while sleeping on the ice, and killed either 
with firelocks or bludgeons, the latter being the preferable mode, as 
firing disturbs and frightens the herd. The skins, with the mass of 
fat which surrounds the bodies, are stripped off* together; these are 
carried to the vessels and packed closely in the hold. 

The sealing vessels during storms of snow and sleet, which at that 
season they must inevitably experience, are exposed to fearful dangers. 
Many vessels have been crushed to pieces by the tremendous power of 
vast masses of ice closing in upon them, and in some instances whole 



COLONIAL AND LAKE TRADE. 515 

crews have perished. Storms which occur during the night, and when 
the vessel is entangled among heavy ice, are described as truly terri- 
ble ; yet the hardy Newfoundland seal-hunter is ever anxious to court 
the exciting yet perilous adventure. 

The vessels having completed their fare, or having failed to do so 
before the ice becomes scattered, and all but the icebergs has been dis- 
solved by the heat of the advancing summer, return to their several 
ports ; and it sometimes happens that vessels which are successful im- 
mediately after falling in with the ice, make two trips in that season. 

The fat, or seal-blubber, is separated from the skins, cut into pieces, 
and put into frame- work vats, where it becomes oil simply by exposure 
to the heat of the sun. In three or four weeks it flows freely ; the first 
which runs off is the virgin or pale oil, and th last the brown oil: 
under these respective designations they are knuvrn as the ordinary 
seal-oil of commerce. 

The seal-skins are spread out and salted in bulk; after which they 
are packed up in bundles of five each, for shipment to foreign mai^ets. 

Besides the mode of seal-hunting on the ice above described, seals 
are also caught at Newfoundland and Labrador, on the plan first 
adopted — that is, by setting strong nets across such narrow channels as 
they are in the habit of passing through, in which they become 
entangled. 

THE SYSTEM OF CARRYING ON THE FISH AND OIL TRADE OF NEW- 
FOUNDLAND. 

The persons connected with this business are — 

First. The British merchant, or owner, residing in some cases in 
Great Britain, but in general on the island, who is the prime mover in 
all the business of the colony. 

Second. The middle man, or planter, as he is absurdly termed, pro- 
bably from all the original English settlements in America having 
received the official designation of plantations. 

Third, The working bee, or fisherman, the bone and sinew of the 
country, the main-stay of its fisheries, and chief reliance of its trade 
and commerce. 

The merchant finds the ship or vessel, provides nets, line, provisions, 
and every other requisite for prosecuting the fisheries ; these he fur- 
nishes to the planter. In some instances the planter owns the vessel, 
and provides his own outfit. It is his duty in all cases to engage the 
crew and to superintend the labor of catching and curing. 

In the seal fishery prosecuted in vessels, one-half the profit of the 
voyage goes to the merchant or owner who provides and equips the 
vessel, the other half being divided among the crew. Besides the pro- 
fits on the extra stores or clothing furnished to the crew, the merchant 
or owner deducts from each of them from six to eight dollars as berth- 
money. To this there are occasional exceptions in favor of experienced 
men, who are either charged less, or get their berths free, in conse- 
quence of being able marksmen; and then, by way of distinction, they 
me called "bow-gunners." 

A^fishing-servant usually gets from seventy-five to one hundred dol- 



616 



ANDREWS REPORT ON 



lars for the season, commencing with the first of May, and ending with 
the last of October. These wages are usually paid one-half in money 
and one-half in goods. 

The Labrador fishermen are in gen€ral shipped or hired on shares, 
or, as they call it, on " half their hand," being fully found by the planter 
in everything necessary to prosecute the fishery during the season. 
This is also the case, in some instances, with the fishermen engaged for 
carrying on the shore fishery of Newfoundland. 

The following return of the vessels equipped for the seal fishery, 
from the port of St. John only, and the number of seals taken by them 
<iuring the last ten years, will give some idea of the extent and value 
of this branch of business in Newfoundland : 
tt 



Year. 



1842 
1843 
1844 
1845 
1846 
1847, 
1848, 
1849, 
1850 
1851, 



No. of ves- 
sels. 



74 

106 

121 

126 

141 

&& 

103 

58 

71 

92 



Aggregate ton- 
nage. 



6,035 

9,625 

11,088 

11,863 

13,165 

9,353 

10,046 

5,847 

6,728 

9,200 



Men. 



2.054 
3,177 
3,775 

3^895 
4,470 
3,215 
3,541 
2,170 
2,574 
3,480 



No. of seals 
taken. 



232,423 
482,694 
347,904 
302,363 
195,626 



206,338 
340,075 



The whole outfit for the seal fishery from the island of Newfound- 
land in the spring of the year 1851, amounted to 323 vessels, with an 
aggregate of 29,545 tons, manned by 11,377 men. 

The average take of seals in the whole of Newfoundland during the 
last seven years, is estimated at 500,000 per annum. 

The following is a comparative statement of the quantity and value 
of the staple articles of produce exported from the island of Newfound- 
land in the years 1849 and 1850 : 



Articles. 



1849. 



Quantity. 



Value. 



1851. 



Quantity. 



Value. 



Dried fish quintals . . 

Oils gallons . . 

Seal skins number. . 

Salmon tierces . . 

Herrings barrels. . 



1,175,167 

2,282,496 

306,072 

5,911 

11,471 



^2,825,894 

1,025,961 

162,144 

51,912 

27,220 



1,089,182 

2,636,800 

440,828 

4,600 

19,556 



$2,558,251 

1,487,654 

318,480 

44,160 

46,939 



COLONIAL AND LAKE TRADE. 



517 



The total value of the imports and exports of Newfoundland, in the 
years 1849, 1850, and 1851, was as follows : 



Imports. 
Exports. 



1849. 



$3,700,912 
4,207,521 



1850. 



#4,163,11€ 

4,683,696 



1851. 



$4,609,291 
4,276,876 



The extent of the foreign commerce of this colony is manifested by 
the statements which follow, showing the numbers, tonnage, and men, 
of the vessels which entered and cleared at Newfoundland in the years 
1850 and 1851: 

No. 1. — Vessels inward and outward in 1850. 



Countries. 


Inward. 


Outward. 




Number. 


Tons. 


Men. 


Number. 


Tons. 


Men. 


Europe — 

Great Britain ............ 


196 
13 


28,446 
1,516 


1,662 
102 


114 

4 

8 

2 

81 

76 


15,597 

664 

1,152 

259 

9,371 

9,427 


890 
28 
59 


Guernsey and Jersey 

Gibraltar 










14 




104 
81 
12 
30 
14 


14,701 

10,035 

2,002 

4,797 

1,795 


870 
602 
104 
252 
116 


800 
647 


Portugal 






Germany • 








Italy 


67 

1 
2 

542 
75 
41 
15 

1 


9,641 

89 

221 

35,536 

10,180 

3,770 

1,915 

118 


550 




7 










14 


America — 

British North American col- 
onies .................. 


508 
30 

130 
66 


44,853 
4,189 

15,622 
9,022 


2,800 
260 
787 
631 


British West Indies 

United States 


62§ 
241 




111 

7 




St. Pierre 


32 
4 


412 

838 


95 

50 


Brazils 


58 


11,055 


609 




Total 


1,220 


138,228 


8,333 


1,087 


108,795 


7,868 


» 



518 



ANDREWS REPORT ON 

No. 2. — Vessels inward and outward in 1851. 



Countries. 


Inward. 


Outward. 




Number. 


Tons. 


Men. 


Number. 


Tons. 


Men. 


Europe — 


212 
11 


29,994 
1,352 


1,660 
95 


148 

4 

11 


15,731 

664 

1,132 


892 
42 
K7 


Guernsey and Jersey 

Gibraltar ................ 


Ionian islands , 










Spain 


105 

70 

6 

41 

4 


14,932 

8,825 

1,541 

6,822 

604 


875 
548 

73 
348 

37 


50 

88 

1 


5,789 

11,312 

107 


422 
723 

7 




Denmark 


Germany 




Italy 


50 


- 6,998 


477 


France 




Madeira 








1 

503 
70 
33 
18 

2 
51 

4 


62 

55,162 

10,135 

3,569 

20,202 

388 

10,256 

71 


4 


America — 

British North American col- 
onies 


524 
29 

131 
39 


47,450 
3,598 

16,481 
4,603 


2,911 
230 
869 
201 


3 172 


British West Indies 

United States 


'603 
211 


Spanish West Indies 


130 


Danish West Indies 


19 


St. Pierre 


43 

7 


675 

1,488 


90 
75 


568 


Brazils , 


19 






Total 


1,222 


137,465 


8,012 


1,034 


141,578 


7,356 







The following comparative statement shows the total shipping of 
Newfoundland inward and outward in 1849, 1850, and 1851 : 





1849. 


1850. 


1851. 




No. 


Tons. 


Men. 


No. 


Tons. 


Men. 


No. 


Tons. 


Men. 


Entered 

Cleared 


1,156 
1,074 


132,388 
126,643 


8,060 
7,901 


1,220 
1,087 


138,228 
108,795 


8,331 

7,868 


1,222 
1,034 


137,465 
141,578 


8,012 
7,356 





The ships built in Newfoundland during the period of four years, 
from 1846 to 1850 inclusive, are as follows : 



Years. 


Vessels. 


Tons. 


In 1847 


17 
19 

30 
30 


854 


In 1848 


794 


Ill 1849 


1,055 


In 1850 


1 497 







COLONIAL AND LAKE TRADE. 519 

The population of Newfoundland, by the last census, in 1845, was 
96,295 souls. On the 1st of January, 1852, the population was esti- 
mated at 125,000, of whom 30,000 were engaged directly in the fisheries. 
In 1845 the number of fishing boats, &c., was as follows: 

Boats from 4 to 15 quintals » 8,092 

Boats from 15 to 30 quintals 1,025 

Boats from 30 quintals upw^ards 972 

Number of cod seins 879 

Nurnber of sealing nets. - 4,568 

The value of the annual produce of the colony of Newfoundland has 
thus been stated, on an average of four years, ending in 1849, by the 
British colonial authorities : 

949,169 quintals of fish exported „ $2,610,000 

4,010 tierce of salmon 60,500 

14,475 barrels of herrings 42,500 

508,446 seal-skins 254,000 

6,200ton3 of seal-oil 850,000 

3,990 tons of cod-oil 525,000 

Fuel and sidns „ 6,000 

Bait annually sold to the French 59,750 

Value of agricultural produce 1,011,770 

Fuel. 300,000 

Gam^ — venison, partridges, and wild fowl 40,000 

Timber, boards, house- stuff, staves, hoops, &c 250,000 

Fish, fresh, of all kinds, used by inhabitants. . . » 125,000 

Fish, salted do. do 175,000 

Oil consumed by inhabitants 42,500 

Total. 6,352,020 



The average value of property engaged in the fisheries, during the 
same period, is thus stated : 

341 vessels, engaged in the seal fishery $1,023,000 

80 vessels, engaged in coasting and cod-fishery 80,000 

10,089 boats, engaged in cod-fishery 756,675 

Stages, fish-houses, and flakes 125,000 

4,568 nets, of all descriptions 68,500 

879 cod seines 110,000 

Vats for making seal-oil 250,000 

Fishing implements and casks for fiver 150,000 

Total 2,563,175 



520 



ANDREWS REPORT ON 



TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES; 

The following statement furnishes a full account of the quantity and' 
value of the staple products of Newfoundland, exported from that colony 
to the United States in the years 1849, 1850, and 1851 : 



Articles. 



Fish, herrings barrels. . 

tongues and sounds. . .do. . . . 

caplin do. . . . 

salmon .do. . . . 

dried cod quintals. . 

Hides .•.=...., number. . 

Oil, seal tons. . . 

cod .^ do. . . . 

Skins, seal number. . 



Total, 



184&-. 



Quantity 



16 

29 



245 



22 



Value. 



$1,690 

75 

60 

34,180 

56,935 

600 



2,220 



95,700 



1850. 



Quantity 



37 

19 

1,192 

14,119 

1,431 

4 

29 



Value. 



|4,040 

45 

25 

19,055 

31,770 

3,445 

535 

4,355 



63,270 



1851. 



Quantity 



2,329 

46 

18 

4,163 

15,431 

6m 

1 

19 

750 



Value. 



#5,510 

230 

25 

41,630 

38,495 

1,245 

15 

4,375 

560> 



92,220» 



The whole of the foregoing articles were exported from Newfound- 
land to the United States in British vessels only, no other vessels what- 
soever being employed in their transport. 

The character and extent of the imports into Newfoundland from the 
United States is shown thus: 

Return of the quantity, value, rate, and amount of duty paid on principal 
articles, the growth, produce, or manufacture of the United States, im- 
ported into the colony of Newfoundland, during the year ending bth 
January, 1852. 



Articles. 



Arrowroot 

Apothecaries' ware 

Bacon and hams cwt. . 

Beef, salted barrels. . 

Beer and ale do .... 

Blacking 

Bran qrs . . 

Bread cwt. . 

Bricks No . . 

Butter cwt. . 

Cabinet ware 

Candles, tallow pounds. . 

Chocolate and cocoa cwt, . 

Clocks and watches 

Cheese cwt. . 

Coffee cwt. . 

Coloring gallons. . 

Confectionary 

Corn, grain, meal, flour, viz: 

Indian corn qrs. . 

Indian meal barrels. . 

Flour do . . 

Oatmeal do . . 

Peas qrs . . 

Oats do . . 



Quantity. 



180 

2,098 

346 



29 
5,357 2 

524,703 



47,920 
23 



555 2 

682 

148 



284 

6,293 

87,410 

97 

36 

25 



Value. 



#2,370 
2,007 
1,980 

24,690 
1,906 



70 

25,923 

3,895 

43,987 

715 

5,600 

350 

1,620 

4,775 

8,325 

45 

153 

1,650 

24,318 

475,330 

500 

405 

100 



Rate of duty. 



Total dutyo 



5 per cent. . 
5 ...do.... 

5 ...do 

2s. per bbl. . 
10 per cent. 



5 per cent. . 
3d. per cwt. 
5 per cent. . 
2s. per cwt . 
10 per cent. 
1\ per cent. 
5s. per cwt. 
10 per cent. 
5s. per cwt, 



5 per cent. 
5 do... 



5 do 

6d. per bbl . . , 
Is. 6d. per bbl 
6d. per bbl . . , 
5 per cent . . , 
5.... do 



M18 

100 

232 

1,048 

190 



3 

334 

190 

1,816 

71 
420 

28 
162 
693 



2 

7 

82 

786 

32,778 

12 

20 

5 



COLONIAL AND LAKE TRADE. 

STATEMENT— Continued. 



521 



Articles. 



Cotton manufactures . . . . 
Earthen and Chinaware . 

Feathers 

Fish, viz : oysters 

Fluid 

Fruit, ^iz : 

Apples 

Raisins, currants . 

Oranges, lemons.. 

Preserves 

Ginger, preserved 

Glassware 

Grape vines 

Hardware and cutlery. . 

Hats 

Hay and straw 

Hops 

Iron manufactures 

Juice, lime and lemon.. 

Lard 

Lead 

Leather manufactures. . 

Lime 

Musical instruments. . . ., 

Molasses 

Oakum 

Onions 

Perfumery 

Pickles and sauces 

Pitch and tar 

Pork, salted 

Potatoes and vegetables. 

Rice 

Robes, buffalo 

Rosin 

Salt 

Salasratus 

Slops 

Seeds 



. . . cwt. 
.bushels. 



.barrels. 
. . . .cwt. 
.barrels, 
. . . .cwt, 
.pounds. 



dozen. 
. .tons . 



.cwt. 
.cwt . 



bushels . 



.gallons. 
. . . .cwt. 
.bushels. 



•barrels, 
.barrels, 
.bushels . 
. . . .cwt. 



.barrels, 
. . . tons , 



Soap 

Spirits, viz : rum 

Stationery 

Straw manufactures. . . . 

Stone, grave 

Tea 

Tobacco, viz : 

Leaf 

Manufactures. . . . 

Cigars 

Stems 

Tobacco pipes 

Tongues 

Turpentine, spirits of. . 

Vinegar , 

Wine, in bottles , 

Wood, viz : 

Staves and casks. 

Timber , 

Board and plank. 

Wooden ware 

Woollen manufactures. 

Total 



, . . .cwt. 
do. 

.gallons . 



..No... 
.pounds. 



..pounds 
....do . 

. . . .No . 
. . . cwt . 



Quantity. 



..barrel, 
.gallons, 

.' '. .'do ; ] 



.packages. 

tons . 

feet. 



1,493 

399 2 

251 

1 2 

14 



157 
10 
20 



25 
3 11 



515 



28,184 

196 2 

30 



8 1 

14,480 

745 

419 2 

60 

1 

4 



Vail 



20 1 

430 

6,122 



1 

51,390 

3,358 

329,156 

54,050 

30 



1 

118 

563 

2 

4,472 

10,000 



*16' 
190 
100 
308 

3,785 

4,195 

760 

50 

10 

510 

15 

3,610 

397 

150 

610 

960 

5 

297 

16 

6,291 

98 

740 

7,045 

1,077 

21 

25 

40 

3,333 

183,085 

785 

1,877 

300 

31 

55 

25 

845 

581 

85 

2,000 

3,655 

525 

35 

7 

14,518 

780 

54,535 

925 

75 

2 

12 

41 

122 

15 

3,950 

15 

100 

7,696 

11,736 



Rate of duty. 



Total duty. 



5 per cent. 
5.... do.... 
5 do 



5.... do 

Is. 6d. per bbl. 
5 per cent . . . 

5 do , 

5 do , 

,d. 



...do 

...do 

...do 

...do 

. . .do 

...do.... 
...do.... 
. . .do. . . . 

•do 

.do 

.do 

.do 

.do.... 



5. 

5. 

5. 

5. 

5. 

5. 

5. 

5. 

5.., 

5.. 

5.. 

5.. 

5... 

Igd. per gall, 

5 per cent. . . 

free 

5 per cent . . 

5 do 

5 do 

3s. per bbl. . . 

free 

5 per cent . . 

5 doc 

5 do 

6d. per ton . . 
5 per cent.. 

5 do 

free 

5 per cent . . 

5 do..- .. 

9d. per gail.. 
5 per cent . . 

5.... do 

5 do 

3d. per lb . . . 



2d. 
2d. 



do 

do 

per M 

2s. per cwt.. . 
5 per cent.. . 

5 do , 

5.... do 

5 do , 

3s. per gall . . . 

5 per cent. . . 
Is. 6d per ton. 
2s. 6d.perM., 
5 per cent. . . 
5 do 



1 
9 



15 

559 

209 

38 

2 



25 

1 

180 

19 
7 

30 

48 



14 

1 

314 

4 

37 

881 

53 



1 
2 

166 

10,860 



93 

15 

1 



1 
42 



4 

100 

1,147 

26 

1 



3,2H 

139 

13,714 

3,378 

15 



2 
6 
1 

197 



6 

384 

586 

75,665 



522 



ANDREWS REPORT ON 



An examination of the preceding table shows that the principal articles 
imported into Newfoundland from the United States are precisely those 
which give greatest employment to our people. 

The value of salted beef imported in 1851 was $24,690 ; of bread, 
$25,923; of bricks, $3,895; of butter, $43,987; of cheese, $4,775; of 
Indian corn, $1,650; of corn meal, $24,318; of wheat flour, $4,75,330; 
of apples, $3,785; of pitch and tar, $3,333; of salted pork, $183,085; 
of rice, $1,877; of tobacco, $54,535; of staves, $3,950; of wooden 
wares, $7,696; and of wollen manufactures, $11,736. 

The total value of articles imported into Newfoundland in 1850, 
being the growth, produce, or manufacture of the United States, was 
$767,550; the value of such articles imported in 1851 was $954,266, 
showing an increase in the latter year of $186,716. 

The following abstracts of the trade of Newfoundland show, com- 
paratively, the relation which the trade with the United States bore to 
the whole trade of the island with all countries in the 3^ear 185].. 

The first abstract which follows, shows the number and tonnage of 
the vessels entered Inward in the colony in 1851, with the value of the 
goods imported in such vessels, distinguishing British from foreign : 



Countries from whence entered. 



No. Tons. 



Value of imports. 



British. Foreign 



Total. 



Europe — 

Great Britain 

Guernsey and Jersey 

Spain 

Portugal 

Denmark 

Germany 

Italy 

America — 

British North American colonies 

British West Indies 

United States 

Spanish West Indies — 

Cuba 

Porto Rico 

Brazils 

St. Peter's, (French 

Total 



212 
11 

105 

70 

8 

41 

4 

524 

29 

131 

27 
12 

7 
43 



29,994 
1,352 

14,932 

8,825 

1,541 

6,822 

604 

47,450 
3,598 



3,368 
1,235 

1,488 
675 



$1,410,265 
57,155 



847,060 
86,100 



$132,770 

560 

62,620 

90,165 

80,810 

399,875 

1,970 

94,640 



998,735 

139,610 

53.300 

' 95 

1,450 



*1, 543,035 
57;715 

62,620 
90,165 

80,810 
399,875 



939,700 

86,100 

998,735 

139,610 

53,300 

95 

1,450 



1,224 



138,365 



2,400,580 



2,054,600 



4,455,180 



This table shows, that next to great Britain and the northern colo- 
nies, the largest amount of imports into Newfoundland is from the 
United States. It exceeded the importations from the neighboring colo- 
nies last year by $59,000, and amounted to nearly one-half of all 
importations from every foreign country. 



COLONIAL AND LAKE TRADE. 



523 



The succeeding abstract exhibits the number and tonnage of the 
vessels cleared outward from Newfoundland in 1851, with the value of 
the articles exported in such vessels, distinguishing British from foreign : 



Countries for which cleared. 



Vessels. 



No. Tons. 



Value of exports. 



British. 



Foreign. 



Total. 



Europe — 

Great Britain 

Guernsey and Jersey 

Gibraltar 

Spain 

Portugal 

Denmark 

Sicily 

Italy 

Madeira 

America — 

British North American coloni 

British West Indies 

United States 

Spanish West Indies — 

Cuba 

Porto Rico 

West Indies, (Danish) 

Brazils 

St. Peter's, (French) 

Total 



118 

4 

11 

50 

88 
1 
5 

50 
1 

503 
70 
33 

18 

2 

51 

4 



15,731 

664 



11,312 
107 

582 

6,998 

62 

55,162 

10,135 

3,559 



388 

10,256 

71 



f2, 040, 960 

22,260 

60,035 

273,810j 

575,360 

11,625 

31,3801 

357,370 

2,490 

345,930 

340,095 

99,720 

50,325 
21,920 



$98,655 




$2,139,615 

23,140 

60,035 

273,810 

575,360 

11,625 

31,380 

357,370 

2,490 



340,665 
99,970 

50,325 
21,920 



450,5601, 
230| 



1,013 



142,176 



4,684,070 117,275 



450,560 
230 



4,801,345 



From the preceding statement it will be seen that the exports from 
Newfoundland to the United States have but a small value, as com- 
pared with the articles imported from this country. For the staple 
products of Newfoundland exported to Spain, Portugal, Italy, and the 
Brazils, amounting, in the whole, to $1,657, 100, that colony receives 
a considerable proportion of its payment in ready money, a large share 
of which finds its way to our country for beef and pork, pitch and tar, 
breadstuffs and tobacco. The balance of trade being so largely against 
Newfoundland, in its dealings with us, creates much difficulty in that 
colony, and forces it to deal more extensively with European countries 
which purchase its products, than it would do if the trade with us were 
more nearly upon an equality. 

In 1850 the number of vessels which cleared from the colony of 
Newfoundland was 1,102, of the burden of 129,832 tons. The total 
value of the various articles exported in these vessels is thus stated: 
British $4,761,260; foreign, $117,590; total, $4,878,850. 

The total value of exports in 1851 being $4,445,180 only, shows a 
decrease from the preceding year of $433,670. 

The value of imports at Newfoundland in 1850 was $4,336, 5S5, and 
in 1851 was $4,455,180, being an increase in the value of goods im- 
ported in the latter year of $108,595. There was, therefore, an in- 
creased importation, with diminished exports, during the past season 
in Newfoundland. 



ft 



524 Andrews' report on 

value of the labrador trade and fisheries. 

The exports from Labrador are cod, herring, pickled salmon, fresh 
galmon, (preserved in tin cases,) seal-skins, cod and seal-oil, furs, and 
feathers. 

No accurate account of the value of the exports of Labrador can be 
furnished, because there are no custom-houses or public officers of any 
description on that wild and barren coast ; but the follov^ing estimate 
is given as an approximation to the annual value of the exports. It has 
been carefully made up from the best and most perfect information that 
can be obtained : 

In American vessels $480,000 

In Nova Scotia vessels 480,000 

In Canadian do 144,000 

In vessels owned or chartered by English and Jersey 

houses having establishments on the coast 480,000 

In vessels owned or chartered by the people of New- 
foundland 1,200,000 

Total *2,784,000 



I 



The number of fishermen emploj^ed on the Labrador coast every 
season is from ten to fifteen thousand. 

The salmon fisheries average, annually, about thirty thousand tierces, 
not more than two hundred tierces of which find their way to New- 
foundland. The salmon exported from Newfoundland are almost ex- 
clusively the catch of that island. 

The herring fishery at Labrador is carried on by fishermen from 
Nova Scotia, Canada, Newfoundland, and the United States, and are 
shipped directly from the coast to a market. 

Of the seal-oil, seal-skins, furs, and feathers, a very small share finds 
Its way to Newfoundland. Merchants and traders on the coast buy 
them in exchange for their goods, being less bulky and more valuable 
than fish. The trading vessels do not buy many cod on the coast, 
preferring the other commodities named. 

Since the treaty of Paris, in 1814, the Labrador fishery has in- 
creased more than six-fold, in consequence of the fishermen of New- 
foundland being forced by French competition from the fishery on the 
Grand Bank, and also driven from the fishing grounds, now occupied 
almost exclusively by the French, between Cape Ray and Cape St. 
John. 

The imports of Labrador have been estimated by the authorities of 
Newfoundland as of the value of $600,000 per annum. 

THE PORT OF ST. JOHN, NEWFOUNDLAND. 

The chief town in Newfoundland is its capital and principal sea- 
port, St. John, in latitude 47° 34' north, longitude 52^ 43' west. 

*The total exports are by some persons estimated at ^4,000,000. 



Colonial and lake trade). 525 

It is the most eastern harbor in North America, only 1,665 miles 
distant from Galway, on the west coast of Ireland, being the shortest 
possible distance between the continents of Europe and America. As 
it lies directly in the track of the Atlantic steamers between the United 
States and Europe, public attention has naturally been directed towards 
its harbor as a position of prominent and striking importance on this 
side the Atlantic. It therefore deserves something more than a passing 
notice* 

It has recently been proposed that St. John should be established 
as a port of call for at least one line of Atlantic steamers, and that the 
intelhgence brought by this line from the Old World should be thence 
transmitted by telegraph to the whole of North America. 

The route for the line of the proposed telegraph from St. John to 
Cape Ray, the southwestern extremity of Newfoundland, was explored 
during the latter part of the season of 1851, in a very energetic and 
successful manner, by Mr. Gisborne ; and it was found, that beyond 
the question of expense, there were no unusual obstacles to prevent 
the construction of the line. From Gape Ray to Cape North, at the 
northeastern extremity* of Cape Breton, the distance is forty-eight 
miles, across the great entrance to the Gulf of St. Lawrence. It is 
proposed that telegraphic communication shall be maintained across 
this passage by a submarine cable, similar to that now successfully in 
operation between England and France. From Cape North to the 
town of Sydne}^, in Cape Breton, the distance is but short; and Syd- 
ney already communicates by telegraph with every place in America 
to which the w^ires are extended. 

Another proposition is to carry the submarine cable at once from 
Cape Ray to the east cape of Prince Edward island ; then traversing 
a portion of that island, to pass across the straits of Northumberland 
into New Brunswick, there to connect at the first convenient station 
with all the telegraph lines in North America. 

It is alleged that a fast steamer, having on board only the small 
quantity of coals which so short a trip would require, might cross the 
Atlantic from Galway to St. John in five da3^s ; and, if so, information 
from all parts of Europe could be disseminated over the whole of our 
Union, even to the Pacific — from Moscow to San Francisco — within 
six days. 

The harbor of St. John is one of the best in all Newfoundland, where 
good harbors abound. It is formed between two mountains, the east- 
ern points of which have an entrance called "the Narrows." 

From the circumstance of this harbor being only accessible by one 
large ship at a time, and from the numerous batteries and fortifications 
erected for its protection, St. John is a place of very considerable 
strength. There are about twelve fathoms water in mid-channel of the 
entrance, which, although but one hundred fathoms wide, is only one 
hundred fathoms long ; and, when the Narrows are passed, the harbor 
trends off to the southwest, affording ample space for shipping, with 
good anchorage, in perfect shelter. 

Some very interesting testimony was taken before the Legislative 
Assembly of Newfoundland in 1845, with reference to the advantages 
of St. John as a port of call for Atlantic steamers. Among other 



526 ANDREWS' REPORT ON 

witnesses who were examined was Captain John Cousins, an old and 
respectable shipmaster, who stated as follows : 

"I am a master-mariner, and I have been engaged in the trade forty- 
four years. I have arrived at Newfoundland from England and foreign 
countries during each month in the year. The coast of Newfoundland, 
from Conception bay to Cape Race, is a fine, bold shore ; there is not 
a rock or shoal to take up a vessel in making the land. The harbor of 
St. John is safe and commodious ; it is as fine a harbor as any in the 
colony ; the water is deep enough for a line-of-battle ship. There are 
no perceptible tides. The light-house on Cape Spear affords a fine light, 
which can be seen upwards of twenty miles at sea. There is a good 
harbor light, also. 

" The northern ice along the eastern side of Newfoundland is gene- 
rally to be found in greatest quantities during the months of March and 
April. The ice in April is softer, more honey-combed, than in March; 
by April, the great body of field-ice has generally passed to the south- 
ward, and is found as far as the bank off Cape Race. I have, as a 
master, made several voyages to Nova Scotia, the coast of which is a 
very dangerous one, from the shoals that lie off it at a considerable dis- 
tance, 

"Fogs prevail along the coast of Newfoundland and Nova Scotia 
chiefly during the months of May, June, and July; they ar^ thickest 
on the Banks. Those that are acquainted with the navigation of New- 
foundland boldly run through the fog for the land, and find the atmos- 
phere clear within a mile, or a mile and a half, of this shore ; and the 
safety and boldness of our coast permit the running close inshore with 
impunity. 

"Between St. John and Cape Race,* a distance of about fifty miles, 
there are seven harbors, into which vessels of any size could enter 
easily and lie safely. A straght line from Liverpool to Halifax would 
cut St. John harbor. From St. John to Cape Clear is 1,700 miles, or 
thereabouts." 

In a representation made very recently by the people of St. John to 
the imperial government, it is set forth that the geographical position 
of St. John is tlie most eastern land on the American side of the At- 
lantic, situated on a promontory directly in the route between the other 
North American provinces and the United Kingdom, and distant from 
Ireland 1,665 miles only, obviously points it out as a port of call for 
Atlantic steamers. That in addition to its favorable position, the har- 
bor of St. John possesses the advantages of being capacious yet land- 
locked; of having a depth of water and absence of tides which enable 
the largest ships that float to enter and leave it at all hours ; of being 
easy of access and free from shoals or hidden dangers, as none exist 

* A beacon has recently been erected on Cape Race, on the southern coast of Newfound- 
land, by the imperial government. The total height of the beacon is 65 feet. It stands on 
the rising ground, 140 feet high, immediately behind Cape Race rock ; so that the top of the 
beacon is at an elevation of 2U5 feet above the level of the sea. It is of hexagonal shape, 22 
feet in diameter at the base, and 11 feet on each face. It tapers upwards to a lieight of 56 
feet, where its diameter is but 2 feet 9 inches, and is then surmounted by a skeleton ball 
9 feet in diameter — making the total height 65 feet. The faces of the beacon are painted 
alternately white and red, and the ball at the top red. The Cape Pine liglit-house is also 
painted white and red, but in horizontal alternate stripes; whereas. Cape Race beacon is 
painted in verlical alternate stripes. 



COLONIAL AND LAKE TRADE. 527 

along the line of bold coast between Cape St. Francis and Cape Race, 
which may everywhere be approached with safety. It is, therefore, 
said to be manifest that the port of St. John presents facilities and 
conveniences for steamers which cannot be surpassed in any port in 
the world. There is said to be less fog on the coast of this part of 
Newfoundland than on the Atlantic coast of Nova Scotia ; and often- 
times when the fog is thick on the Banks of Newfoundland, this coast 
is free from it. 

A good land fall is of great value to the navigator, and it is asserted 
that none better can be found for trans- Atlantic steamers than St. John, 
as the royal mail steamers for Halifax usually endeavor to make the land 
about thirty miles to the southward of St. John. Hence it is argued 
that their call at St. John would detract nothing from their safety, and 
but little from their dispatch. 

All history and experience prove that the necessities of commerce 
seek out the nearest and shortest routes for travel and business. Calais 
and Dover have been the points of embarkation between England and 
the continent of Europe ever since the invasion of Britain by Caesar, 
and for the sole reason that they are the nearest points between the 
island of Great Britain and the continent. Where Caesar crossed the 
straits of Dover, the submarine telegraph now transmits intelligence 
from every portion of Europe, on its way to North America. A glance 
at the map of the world shows that in all time past, the points of islands 
or continents which approach the nearest have become the highways 
of their intercourse and commerce. Cape Surium was the point of 
concentration for the trade of Greece, because it was the nearest point 
to Egypt. The Appian Way was extended from Capua to Brundusium, 
on the Adriatic gulf, because that was the nearest good harbor, near 
the narrowest part of the Adriatic sea, in the most direct line from 
Rome to Constantinople. In modern times, that most wonderful and 
costly work, the Britannia tubular bridge across the Menai strait, has 
been erected at vast expense, simply because it is in the most direct 
line from London to Dublin and Ireland. 

Under the impulse given to communication between Europe and 
America by the last ocean steamers now traversing the Atlantic with 
speed and certainty, and the quickening influence of the electric tele- 
graph, spreading its network of wires over the length and breadth of 
the continent for the instant communication of intelligence, it is but rea- 
sonable to believe that the nearest points between the continents of 
Europe and America — between the west coast of Ireland and the east- 
ernmost point of Newfoundland— wall be established as the highway 
for communication between this country and Europe, to insure the 
transmission of intelligence in the shortest possible space. Nature ap- 
pears to have decreed this ; and it only remains for man to carry out,' 
in the most advantageous manner, what has been thus decreed. 

The legislature of Newfoundland appears to be fully alive to the im- 
portance of the geographical position of the harbor of St. John, and 
firmly impressed with the belief that, by means of steam communica- 
tion with Ireland, it must be the point from which, without dispute, the 
earliest and latest intelhgence will be transmitted betv/een Europe and 
America. Influenced by this impression, it has made liberal offers to 



528 ANDREWS' REPORT ON 

parties who will undertake to make St. John a port of call for trans- 
Atlantic steamers, and will establish a line of electric telegraph fronfl 
thence to Cape Breton, within a given period. Besides other advan^ 
tages, it has voted to pay a bonus of ^7,500 for each one hundred miles 
of telegraph line, and S12,500 per annum for five years to a line of 
steamers, calling twice each month at the port of St. John. 

LIGHT-HOUSES ON THE EASTERN COAST OF NEWFOUNDLAND. 

These light-houses are said to be as good as any in the world, and 
are thus described : 

At Cape Bonavista there is a powerful light, revolving every two 
minutes, red and white alternately ; elevation, one hundred and fifty 
feet above the sea ; seen at a distance of thirty miles. This fight is in 
longitude 52° 8' west, latitude 48^ 42' north. 

At Cape Spear, distant from Cape Bonavista seventy-three miles, 
there is a powerful revolving light, showing a brilliant flash at intervals 
of one minute ; elevation, two hundred and seventj^-five feet above the 
sea ; seen in all directions seaward at the distance of thirty miles. In 
longitude 52o 37 5" west ; latitude 47o 30' 20" north. 

At Cape Race is fixed a beacon-tower, in longitude 52° 59' west> 
latitude 46° 40' north ; distant from Cape Spear fitty-six miles. This 
beacon-tower is hexagonal, painted in vertical stripes, red and white 
alternately. It has a skeleton ball at the top, painted red ; its height 
is sixty- five feet, and it stands on ground one hundred and forty feet 
above the level of the sea. 

At Cape Pine, distant from Cape Race thirty-two miles, is a power- 
ful revolving light, three times a minute ; its elevation above the sea is 
three hundred and two feet, and it can be seen from all points to sea- 
ward at the distance of thirty miles. Longitude 53 ^ 32' 12" west ; 
latitude 46° 37' 12" north. 

In addition to these lights, there is a good fixed light at the entrance 
of the harbor of St. John, on the southern head, in longitude 52° 40' 
60" west, and latitude 47° 33' 50" north. In foggy weather a heavy 
eighteen- pound gun is fired by day every half hour, thus enabhng ves- 
sels to run at all times for the Narrows, the water being deep and the 
shore bold. The greatest distance between any two fights on this 
coast is eighty-eight miles ; and as each light can be seen thirty miles 
in clear Aveather, there would be but twenty-eight miles to run without 
seeinsf a lii>;ht. 

The cost of the best coals for steam purposes, at the port of St. John, 
is as follows : 

Coals from Sydney, Cape Breton. ... ^ ............ . $4 90 per ton. 

Coals fi'om Pictou, Nova Scotia 4 60 do. 

Coals from Troon and Ardrossan, Scotland. 4 96 do. 

The duty on coals at Newfoundland is 30 cents per chaldron, equal 
to 25 cents per ton, which is included in the above rates. 

The trade and commerce of the port of St. John is very considerable, 
as will be seen by the various statements which follow. 



COLONIAL AND LAKE TRADE. 



529 



In the years 1850 and 1851 the number of vessels which entered 
inward at the port of St. John, Newfoundland, was as follows : 



Countries from which vessels 
entered. 



Eufope : 

Great Britain 

Guernsey and Jersey 

Spain 

Portugal 

Denmark 

Germany 

Italy 

America : 

British N. American colonies 

British West Indies 

United States 

Spanish West Indies 

Brazils 

Total 



1850. 



No. of 



131 
3 
65 
46 
5 
25 
12 

380 
26 

105 

64 

3 



865 



Tonnage. 



20,281 
221 
8,817 
5,533 
808 
4,108 
1,539 

36,552 
3,527 

12,978 

8,796 

657 



103,817 



Men. 



1,121 

14 

521 

530 

41 

211 

95 

2,192 

218 

729 

612 

36 



6,120 



1851. 



No. of 



138 

4 

66 

46 

4 

37 

3 

377 
26 
99 

38 
4 



842 



Tonnage , Men, 



21,114 

385 

9,635 

5,515 

853 

6,281 

420 

37,773 
3,144 

12,552 
4,512 

872 



103,016 



1,14a 

23 
522 
325 

38 
318 

27 

2,183 

199 

645 

300 

51 



The number of vessels which cleared from St. John in the same 
years was as follows : 



Countries from which vessels 


1850. 


1851. 


cleared. 


No. of 
vessels. 


Tonnage. 


Men. 


No. of 
vessels. 


Tonnage. 


Men. 


Europe : 

Great Britain 


78 

6 

1 

58 

31 


11.173 

'809 

104 

7,005 

3,750 


623 

47 

6 

541 

235 


82 
8 


11,148 
733 


617 
41 




Ionian islands 




34 
57 

1 

1 


4,097 
7,390 

107 
3,642 

147 
62 


303 
451 

7 


Portugal 


Denmark 


Italy 


46 
2 
2 

1 

389 
62 
31 

15 
1 
1 

42 


6,366 
352 
221 

89 

42,517 
8,429 
2,971 
1,915 
118 
95 
8,149 


398 
13 
14 

2,478 
514 
194 
111 
7 
5 
445 


252 
7 
4 


Sicily 


Madeira 


France 


America : 

British N. American colonies. 
British West Indies 




343 

61 

27 

17 

2 


41,898 

8,718 

2,865 

2,099 

388 


2,335 
514 


United States 


169 
120 


Spanish West Indies 


Danish West Indies 


19 


St. Pierre 




Brazils 


38 


7,897 


429 






Total 


766 


94,063 


5,638 


703 


91,191 


5,268 





34 



530 



ANDREWS REPORT ON 



As furnishing an insight into the general character of the trade and 
business not only of the port of St. John, but of Newfoundland gene- 
rally, the following statements of imports and exports at that port are 
here submitted. 

The first is a statement of the quantities of each description of im- 
ports at the port of St. John in 1850 and 1851, with its increase or 
decrease. 



Articles. 



Bread 

Flour 

Corn-meal 

Pork 

Beef. 

Butter 

Rum 

Molasses 

Brown sugar 

CofFee 

Manufactured tobacco. 

Tea 

Soap 

Candles 

Salt 

Coals 

Pitch and tar 

Potatoes 

Oats 

Lumber 

Oxen and cows 

Sheep 



Weight or 
measure. 



cwt. . . . 
barrels . , 
.do.... 



,.do 

..do 

cwt. . . . 
puncheons 
. .do. . . . 



cwt. 
.do. 
.do. 



pounds 
boxes . 
.do... 



tons . . . 

.do 

barrels . 
,,do.... 
bushels. 
M 



1850. 



58,556 
82,488 

9,716 
19,253 

2,410 

12,056 

901 

9,856 

17,571 

888 

1,890 

254,404 

12,163 

4,598 
19,948 
18,025 

3,240 

6,726 
24,225 

3,778 

2,718 

3,541 



1851, 



80,143 
106,084 

3,869 
13,309 

2,522 

13,370 

722 

7,313 
23,035 

1,926 

3,087 

359,334 

11,707 

3,159 
22,570 
16,613 

3,029 
10,856 
34,449 

4,263 

2,562 

2,836 



Increase. 



21.587 



112 
1,314 



5,465 

1,038 

1,197 

104,930 



2,622 



4,130 
10,224 

485 



Decrease. 



5,847 
5,944 



269 
2,543 



454 
1,439 



1,412 
211 



155 
708 



The following statement exhibits the quantities of the various de- 
scriptions of goods exported from the port of St. John in the same years, 
1850 and 1851: 



Articles. 



Dried fish : 

To Portugal 

Spain 

Italy 

British West Indies 

Brazil 

British America 

England, 

Scotland 

Ireland 

Other ports 

Seal and whale oil 

Cod oil 

Blubber 

Seal skins : 

To United Kingdom 

United States and British 

America 

Salmon 

Herrings 



Weight or 
measure. 



quintals. 
...do... 



.do. 
.do. 
.do. 



.do. 
.do. 
.do. 



...do. 
...do. 
tons . . 
...do. 
...do. 



number. . 



.do. 



tierces . . . 
barrels. . . 



1850. 



85,243 

123,040 

114,665 

117,750 

103,684 

25,391 

6,990 

5,025 

7,6.35 

69,258 

4,868 

2,447 

578 



1851. 



160,905 

70,113 

68,533 

116,731 

114,757 

11,389 

7,425 

2,623 

7,272 

69,523 

5,411 

2; 273 

265 



Increase. 



76.562 



6,073 



435 



265 
643 



339,075 I 381,333 



42,258 



1,000 
1,950 

8,457 



750 

3,129 

14,079 



1,179 
5,622 



Decrease. 



52,937 

46,130 

1,019 



14,002 



2,402 
363 



174 
313 



250 



COLONIAL AND LAKE TRADE. 



531 



In addition to the quantity of cod mentioned above as having been 
exported during the year 1851, there were in store at St. John on the 
20lh of January, 1852, no less than 181,000 quintals ready for exporta- 
tion the coming spring. 

The value of the imports into the port of St. John from the United 
States during the year 1851 v^^as as follows: In British vessels, 
$660,685; in American vessels, $75,650; total value of imports from 
the United States in 1851, $736,335. 

The following statement comprises an account of the various de- 
scriptions of articles imported into the port of St. John from Canada 
in the years J 850 and 1851, with the quantity and value of each 
article : 



Description of articles. 



Ale and porter barrels. . . 

Apples barrels. . . 

Bacon and hams cwt 

Barley bushels . . , 

Beef barrels. . . 

Bread cwt 

Bricks number . , . 

Butter cwt 

Candles pounds. . . , 

Carriages number . . . 

Clocks 

Indian corn bushels . . , 

Flour barrels. . . 

Furniture 

Horses 

Indian meal barrels 

Lard pounds. . . , 

Laths number . . , 

Lumber feet 

Malt 

Oatmeal barrels. . . 

Oats bushels . . . 

Pease barrels. . . 

Pork barrels. . . . 

Potatoes and turnips barrels. . . , 

Shingles thousands , 

Soap pounds.. . . 

Timber tons 

Tobacco pounds. . . . 

Undefined spirits .gallons. . . . 

Vinegar gallons. . . . 

Wine gallons. . . . 

Onions barrels. . . , 

Staves number . . . 

Miscellaneous , 



Total. 



1850. 



Quantity. 



402 
52 

122 
2,606 

294 

862 

8,000 

2,479 

6,485 

2 



2,084 
29,180 



69,133 

4,187 

40,800 

224,561 



660 

1,188 

730 

120 

147 

1,245 

67,678 

162 

565 

586 

441 

60 



173,823 



Value. 



$3,025 

110 

1,735 

1,360 

2,305 

2,275 

45 

37,160 

665 

210 

100 

2,750 

156,400 

40 

50 

1,750 

345 

50 

2,250 

495 

3,110 

400 

1,445 

1,450 

165 

3,115 

1,910 

825 

95 

730 

125 

150 



5,670 
940 



233,250 



1851. 



Quantity. 



236 

107 

46 

15 

239 



359 
4,149 

486 
2,035 

520 

815 
10,000 

265 
3,146 



20 

185 

369,599 



Value. 



^1,842 

255 

530 

22 

1,455 



2,845 


7,050 


3,117 

3,874 


46,600 
606 






10,226 

37,487 


4,876 
185,800 






461 


1,550 


20 
273,028 


15 

2,720 



1,710 

1,295 

1,185 

28,250 

600 
2,050 

387 
1,385 

750 



90 
325 

8,787 
187 



300,322 



The imports into the port of St. John in 1851 from the British West 
Indies are thus stated: Molasses, 20,063 cwt.; value, $49,950. Rum, 
49,411 gallons; value, $2] ,595. Brown sugar, 2,188 cwt.; value, 
$10,780. Total value from British West Indies, $82,325. 



532 



ANDREWS REPORT ON 



From Spain, the imports at St. John in 1851 were as follows : Corks^ 
11 cwt.; value, $115. Feathers, 5,936 lbs.; value, $430. Dried 
fruit, 36 cwt. ; value, $255. Olive oil, 424 gallons ; value, 210. Salt, 
482,504 bushels ; value, $38,655. Wine, 3,325 gallons ; value, $4,700. 
Total value of imports from Spain in 1851, $44,365. 

From Portugal the imports in 1851 are thus stated : 



•%. 




Articles. 




Quantity. 


Value. 


Candles 

Corks 





.... 




pounds 

cwt 

do 


1,640 

48 

78 

6 

282 

2,988 

1,005 

828 

185,854 

33,379 


#150 
155 
130 










do 


45 


Green fruit 








boxes .... 


.535 


Feathers 

Olive oil,. ... 

Onions 

Salt 





.... 




pounds.. . . 

gallons 

bushels . . . 

do 


205 
1,010 
1,035 

17,065 

47,880 


Wine 


imports 


atS. 


John, in 1851, 


gallons 

fi'oni Portugal. . 


Total value of 




68,218 









From Germany, in 1851, the imports at the port of St. John were as 
follows : 



Articles. 


Quantity. 


Value. 


T?npr>n anrl }inm«! ...... 




cwt 


372 

296 

48,633 

796,100 

3,043 


$4,985 
1,650 


Salt beef 




do 






rln 


198,645 
2,495 




Butter 




n.vjt 


35,615 

2 260 


Cabinet wares ........•-- 


C,nrf\ a crp .. ... .... 




cwt 


803 
499 
337 
250 


6 060 








2,315 


Pease (round) 




do 


2,875 


Ppocp r«nlif^ ......... 




nwt 


595 


frlaQsi and o"las!«!Yvarp . .... .. ... ................... 


4 635 






10,535 

285 


Oakum. ...........••• 




.. . . .cwt 


50 

266 

3,173 

32 


Pitpb and tar . . 




. • . . .barrels. . . . 


1.215 


Pork 






25,670 


Wine 

Woollen manufactures 




gallons... . 


70 
10,295 














310,200 











COLONIAL AND LAKE TRADE. 

The imports from Denmark in 1851 were as follow : 



533 



Articles. 



Quantity. 



Value. 



Bread and biscuit cwt. 

Bricks M.. 

cwt. 



Butter 

Pork 

Glassware 

Cotton manufactures. . . 

Leather 

Wooden wares 

Woollen manufactures . 



.do. 



9,627 

36 

297 

348 



Total from Denmark in 1851. 



135,435 

190 

4,455 

2,625 

115 

1,160 

2,025 

690 

4,065 



50,760 



From the Spanish West Indies the imports in the year 1851 were as 
follows : 

From Cuba. 



Articles. 


Quantity. 


Value. 


Coffee 






122 

26,586 

586 

2,775 
47,750 


#625 
66,465 








Rum 




gallons. . 


290 


Brown suffar •••••••• 




.PW7f . . 


11,475 


Cifars .••• .•• ••••r- - --. ..- ......... 


615 














79,470 







From Porto Rico, 



Articles. 


Quantity. 


Value. 


Coffee 




•••••••••• .cwt • 


20 

5,403 

180 

1,269 

30,250 


f200 
13,755 






do... 


B,um 




o"allons. . 


95 


Brown sugai* 




.pwt 


6,400 
375 


Cigars - 










Total value. . . . 




20,825 







Total value of imports in 1851 from Spanish West Indies ^100,295 

The change in the navigation laws of Great Britain came into opera- 
tion on the 5th January, 1850 ; and our vessels immediately availed 
themselves of the new description of freights which the new arrange- 
ments offered to them at Newfoundland. It will no doubt be interesting 
to observe the course of traffic Vv^hich our vessels have adopted with 
respect to this colony during the past year, when the business became 
better understood. The following statement, showing the number of 
our vessels which arrived at the port of St. John during the year 1851, 
with the places whence they came, and the nature of the cargoes they 
brought — as, also, the ports for which they sailed^ and the nature of 



534 



ANDREWS REPORT ON 



the freight they took away — may therefore prove both interesting and 
useful, not only to the department, but to commercial men generally : 



1 
1 

> 


1 


i 

o 

£ 

o 


i 

c 

1— ( 


1 

'3 
m 


1 

1 
O 


El Dorado 

Poultney 

Exporter 

Charles Wilham . 
Charles Henry . . . 
Avon .......... 


182 
231 

179 

140 
144 

147 

158 
149 
167 
182 
176 

176 

198 


Baltimore 
....do.... 

....do.... 

New York 
Matanzas. 

Boston . . . 

....do.... 
....do.... 

Baltimore. 
....do.... 

Montreal . 

Sydney. . . 
Boston... . 


Pork, flour, and meal. 

Pork, flour, meal, and 
bread . 

Flour, bread, butter, 
pork, beef, candles, 
tobacco, corn, tar, 
cheese, and rice. 

Flour, tea, soap, hats, 
clocks, dried apples, 
oatmeal, and cheese. 

Molasses. ........... 


Pernambuco 
. . . .do 

St. Jago de 
Cuba. 

Sydney, B.. 

Pictou 

Sicily 

Pernambuco 
Gibraltar... 
Pernambuco 
do 


Dried fish. 
do. 

do. 

In ballast, to receire 
coals at Sydney 
mines. 

In ballast, to load 


Bread, flour, butter, 

and pork. 
Ballast 


coals at Pictou 
mines. 


Panama. 


do 


Phenix 


.do 


... do 


Water Witch . . . 
El Dorado 


Flour and corn meal. . 
Flour and pork 


do. 

do 


T. M. xMayhew.. 

T. M. Mayhew.. 
Andrew King. . . . 


Flour, tobacco, and 

butter. 
Coals 


Sydney, B.. 
Pictou 


Ballast, (for coals.) 
do. 


Molasses 


do 


do. 









Except occasionally in the months of February and March, when in 
severe seasons the ice is on the coast of Newfoundland, the harbor of 
St. John is always easy of access. In order to show the number of 
vessels which have entered and cleared at St. John in every month 
of the year during the years 1848, 1849, and 1850, the following state-- 
ments have been published in the colony : 



Months. 



Inward. 



1848. 



1849. 



1850. 



Outward. 



1848. 


1849. 


28 


31 


12 


14 


11 


11 


25 


32 


94 


71 


97 


89 


66 


61 


70 


75 


122 


138 


78 


101 


69 


72 


45 


44 



1850. 



January 

February 

March 

April 

May 

June 

July 

August 

September 

October 

November 

December 

Total 



35 

16 

9 

35 

102 
70 
98 
102 
116 
85 
81 
28 



31 
14 

19 
64 

78 

65 

84 

115 

105 

102 

88 

40 



21 

26 

18 

27 

118 

86 

81 

138 

115 

82 

72 

44 



777 



805 



828 



17 



739 



2B 
20 
11 
23 
61 

122 
73 
71 

159 
95 
64 
42 



769 



COLONIAL AND LAKE TRADE. 535 

It is believed that the returns of the trade and commerce of this im- 
portant colony are more full and correct than ever before presented to 
Congress. They were compiled from trade returns of the customs, 
which are annually made up, in a very correct and comprehensive 
manner — as much so as those of any commercial port on this conti- 
nent. My thanks are presented to honorable Mr. Little, member of 
the Provincial Assembly, for much valuable information relating to the 
trade, resources, and great importance of the fishing interest of this 
colony ; to the honorable Mr. Kent, the collector of the port ; and lo 
several other gentlemen. 



COLONIAL AND LAKE TRADE. 537 



PART IX. 



^ THE COLONY OF PRINCE EDWARD ISLAND. 

Charlotte Town, the capital, is in lat. 46^ 14' north, Ion. 63^ 8' west. 

The island of Prince Edward, formerly called St. .John's island, is 
•situated in a deep recess on the western side of the Gulf of St. Law- 
rence. It is separated from New Brunswick and Nova Scotia by the 
straits of Northumberland, which, at their narrowest part, are only 
nine miles wide. 

This island is somewhat crescent-shaped ; its length, measured on a 
hne through its centre, is about one hundred and thirty miles ; its greatest 
breadth, thirty-four miles ; in its narrowest part, near the centre, it is 
only four miles wide. 

The east point of Prince Edward Island is distant twenty-seven miles 
from Cape Breton, and one hundred and twenty-five miles from Cape 
Ray, the nearest point of Newfoundland. Owing to the manner in 
which this island is intersected by the sea, there is no part of it distant 
more than eight miles from tide-w^ater. 

The whole surface of the island consists of gentle undulations, never 
rising to hills, nor sinking to absolutely flat country. The soil is a 
bright reddish loam, quite free from stone. The entire island is a bed 
of rich alluvium, elevated from the sea by some convulsion of nature, 
or else left dry by the gradual recession of the waters of the gulf. 
There are many beautiful bays and safe harbors ; and wherever a brook 
is not found, good water can always be had within eighteen feet of the 
surface, by sinking a well. 

The soil is admirably adapted for agricultural purposes ; it is easily 
worked, and there is abundance of sea-manure everywhere at hand. 
There are no stones to impede the plough ; in fact, stone is so scarce 
that such as is required for building purposes is imported from Nova 
Scotia. Wheat, oats, barley, and potatoes are staple products, and are 
produced abundantly. 

The area of Prince Edward Island is estimated at 2,134 square 
miles, equal to 1,365,000 acres. According to a census taken in 1848, 
the population amounted to 62,678 souls, being in the proportion of one 
soul to ever}^ twenty-tw^o acres of land, or nearly thirty souls to the 
square mile. 

The climate is neither so cold in winter nor so hot in summer as that 
of Lower Canada, while it is free from the fogs which at certain seasons 
envelope portions of the shores of Nova Scotia and Cape Breton. Its 
climate is very nearly the same as that of Cape Breton, but more 
equable ; the seasons are verv nearly the same. It is exceedingly 
healthy in every part. 



538 ANDREWS' REPORT ON 

This island was discovered by Sebastian Cabot, on St. John's day^ 
(24th June,) 1497, and thence received the name of St. John. The 
Enghsh took very little notice of this discovery, although made under 
their own flag ; but the Gulf of St. Lawrence was very soon visited 
by the Basques, Bretons, and Normans, on account of its fisheries. 

So early as 1506, Jean Denys, a pilot of Honfleur, pubhshed a chart 
of the gulf, and of this island. 

It continued to be the resort of French fishermen until 1663, where 
it was leased by authority of the King of France to the Sieur Dou- 
blette, and his associates, as a fishing-station. As the French did not 
encourage settlements near their fishing- stations, any more than the 
English, very little progress was made in its colonization, until after 
the treaty of Utrecht, in 1713. Its settlement and agricultural improve- 
ment were then encouraged, in order that the island might form a 
granary for the supply of the fortress of Louisbourg, upon which so 
much money was expended. 

At the taking of Louisbourg, in 1758, was stipulated in the articles 
of capitulation, that the French of St. John's island should la}^ down 
their arms. The island was shortly after taken possession of by a body 
of British troops. It then contained ten thousand French inhabitants. 

After the treaty of Paris, in 1763, by which France ceded this 
island, with her other North American colonies, to England, the French 
inhabitants were driven off, as on all occasions they evinced great 
hostility to the English. 

A survey of this island was completed in 1766, when it was divided 
into sixty-seven townships, of about twenty thousand acres each. The 
whole of these townships (with the exception of two, then occupied by 
a fishing company) were disposed of in London, in one day, by way 
of lottery, the tickets being distributed among officers of the army and 
navy who had served in the preceeding war, and other persons who 
had claims upon the government. 

In 1770 Prince Edward Island was separated from Nova Scotia, and 
erected into a separate colony, with a heutenant governor, an executive 
and legislative council of nine members, and a house of assembly of 
fifteen members. It has since continued to enjoy representative insti- 
tutions ; the executive and legislative council has been divided into two 
distinct councils, and very recently the principles of responsible gov- 
ernment have been established in this colony. 

The crown has very little land for sale in this colony — merely the 
residue of the two townships that were not disposed of by the lottery. 
The price at which small lots are sold is about three dollars per acre. 
The proprietors rarely sell any of their lands ; but when they do, the 
price is about five dollars per acre. Farm lots are usually leased at 
twenty cents per acre per annum, for terms of sixty-one and ninety- 
nine years — the tenant paying all charges and taxes. Some proprietors 
concede to their tenants the privilege of converting the leasehold into 
fieehold, at twenty years' purchase ; but a majority of the landholders 
do not grant this privilege. 

By the census return of 1848, it appears that the number of acres 
held in fee simple by occupants, was 280,649; underlease, 330,293 
acres ; by written demise, 31,312 acres ; by verbal agreement, 38,786 



COLONIAL AND LAKE TRADE. 



539 



acres ; and by squatters, 65,434 acres. The quantity of arable land 
then under cultivation was 215,389 acres. 

The crop of 1847 was as follows : wheat, 219,787 bushels ; barley, 
75,521 bushels ; oats, 746,383 bushels ; potatoes, 731,575 bushels ; 
turnips, 153,933 bushels ; clover-seed, 14,900 pounds; and hay, 45,128 
tons. The quantity of potatoes in ]847 was much smaller than in pre- 
vious years, owing to the prevalence of the potato rot that season. 

The stock of the island in 1848 was as follows : horses, 12,845; neat 
cattle, 49,310; sheep, 92,875; and hogs, 19,683. In that year there 
were in the island 109 churches, 182 school houses, 13 breweries and 
distilleries, 116 grist mills, 27 carding miUs, 139 saw mills, and 246 
threshing machines. 

In 1849 there were 88 new vessels built in this colon}^, of the burden 
of 15,902 tons; in 1850 there were 93 new vessels built, of the burden 
of 14,367 tons ; in 1851 there were 89 vessels built, of the burden of 
15,677 tons. A large proportion of the vessels built on this island are 
intended expressly for sale in Newfoundland, where they find a ready 
market, being well suited for sealing and the fisheries. 

On the 31st December, 1850^ the number of vessels owned and re- 
gistered in Prince Edward Island was 310, of the burden of 27,932 tons. 
On the 31st December, 1851, the vessels owned and registered in the 
island amounted to 323, of the burden of 31,410 tons. 

The extent of the import and export trade of this island will be best 
understood by the following comparative statement of the value of im- 
ports and exports in 1849 and 1850 : 





1849. 


1850. 


Countries. 


Imports. 


Exports. 


Imports. 


Exports. 


United Kingdom 


#192,030 

300,280 

1,140 

82,580 


#83,890 

174,940 

2,535 

32,410 


#279,898 

308,409 

565 

41,603 


#84,996 

181,343 

4,165 


British North American colonies 

British West Indies 


United States 


55,385 




Total 


576,040 


292,775 


630,475 


325 989 







The wide difference between the value of imports and that of exports 
is made up by the sale of new vessels in Great Britain and Newfound- 
land — an account of which cannot be ascertained. 

By a return published at Newfoundland, it appears that in the year 
1851, the number of new vessels built at Prince Edward Island, and 
sold in Newfoundland, was 16, of the aggregate burden of 1,921 tons; 
and that the sales of such vessels amounted to $55,316. 



540 



ANDREWS REPORT ON 



The vessels inward and outward at Prince Edward Island in 1850 
and 1851 are thus stated : 

No. 1. — Vessels entered and cleared in 1850. 





Inward. 


Outward. 


Countries. 


No. 


Tons. 


No. Tens. 

1 


"Great Britain 


18 

498 

34 

7 


4,523 
17,691 

2,578 
225 


64 1 12.454 




518 1 ^^.ROF, 


United States 


49 

7 


4,038 


Poreiffn States. 


225 






Total 


557 


25,017 


638 


40,322 







Number of seamen inward, 2,082 ; number outward, 2,301. 
No. 2. — Vessels entered and cleared in 1851. 





Inward. 


Outward. 


Countries. 


No. 


Tons. 


No. 


Tons. 




18 

470 

43 

2 


4,140 
18,042 

2,724 
87 


45 

488 

86 

2 


10,951 

25,374 

5 427 


T?ritish pnlnnifis. ................... 


United States 




71 






Total 


553 


24,993 


621 


4] 823 







Number of seamen inward, 2,370 ; number outward, 3,631. 

The value of the exports of this Island colony in 1851 was as fol- 
lows : 

To Great Britain $68,925 

British North American colonies 172,304 

United States 119,236 



Total 360,465 



COLONIAL AND LAKE TRADE, 



541 



The following is a statement of the quantity, rate, and amount of duty paid 
on all articles the growth, produce, or manufacture of the United States^ 
imported into the colony of Prince Edward Island in 1851. 



Articles. 



Apples and onions 

Stationery 

Boots and shoes 

BreadstufFs 

Burning fluid 

Candles and soap 

Corn and corn-meal . . . 

Dry goods 

Druo-s and medicines.. . 

Flour .„c 

Hardware 

Leather 

Molasses 

Nails and spikes , . 

Oranges and lemons. . . 

Pitch and tar 

Rice 

Spirits 

Seeds 

Stoves 

Sugar 

Tea 

Tobacco 

Varnish and turpentine , 

Wooden ware 

Sundries 



Total 



Quantity. 



728 
104 
154, 
334, 

26, 
421, 
844 
128 

59, 
655 

80 

15,112 

42,423 

182 

89. 
257 

11 

7,800 

202 

282. 

349 

42,103 

11,487. 

25 

62. 



barrels . . . 
packages , 
...do.... 



.do. 



bbls. & 1,006 bags 

packages 

...do 

barrels 



pounds.. . 
gallons. . . 
packages. 
. .|^0. . . . 
barrels . . . 
packages . 
gallons,. . 
bags 



cwt 

pounds.. . 
. . .do. . . . 
packages , 
. . .do. . . . 



Rate of dut}?-, 



per cent. 
. .do 



per cent, 
per cent, 
.do 



.do. 
.do. 
.do. 



$1 25 
5 
2 
3 
5 



..do 

per barrel. 



per cent 

cents per lb., 
cents per gall 

per cent 

..do 



2 

5 

621 

free... 
5 

$1 50 



per cent 

per cent. .... 
cents per gall 



per cent 

per cwt 

cents per lb . . 

...do 

per cent 

...do 

...do 



Total duty. 



$122- 

81 

206 

65 

20 

82 

231 

261 

52 

818 

142 

312 

1,325 

35 

19 

16 

8 

4,875 



165 
523 
3,505 
717 
11 
212 
207 



14,020 



The total value of the articles on which the above duty of $14,020 
was paid was $77,858, the whole of which was imported into Prince 
Edward Island in British vessels, with the exception of merchandise 
of the value of $3,200, in an American bottom. 

In 1850, the value of articles, the growth, produce, and manufacture 
of the United States, imported into Prince Edward Island, w^as only 
$42,113, upon which duties were paid amounting to $6,420. 

The wide difference between the value of imports from the United 
States in 1850 and 1851, arises from the fact that in 1851 the duties on 
imports were greatly reduced from the rates of the preceding year, 
and hence the increased value of imports in 1851. With the high rate 
of duties in 1850, only $6,420 was received on articles of American 
production ; w^hile in 1850, with diminished rates, the duties on Amer- 
ican production were increased to $14,020 in the aggregate. 

It is a fair inference, from this state of facts, that Prince Edward 
Island would take a much larger amount of American goods if the 
duties were still further reduced, or if no duties v\^hatsoever were levied 
on their importation. 

The articles exported in 1851 to the United States, of the growth or 
produce of the Island, were as follows: 

Barle}^ 17,929 bushels ; boards and plank. 12,000 feet; iron, 60 
cwt.: cattle, 9 head; firewood, 20 cords; dry fish, 650 quintals ; pickled 



642 



ANDREWS REPORT ON 



fish, 1,786 barrels ; hard wood, 74 tons ; horses, 3 ; hacmatac knees, 
2,215; oats, 222,109 bushels; potatoes, 45,942 bushels; turnips, 3,090 
bushels ; wool, 1,700 pounds. 

The value of the foregoing, with the value of sundry other articles 
not enumerated, amounted together to ^119,236. The value of similar 
articles exported to the United Slates in 1850 was only $55,886. 

It is obvious, therefore, that the increased import from the United 
States in 1851 was coupled with an increased export to the United 
States in that year. 

The following is a statement of the American vessels and their car- 
goes which entered and cleared at Prince Edward Island in 1851 : 



Name of vessel. 


Tons. 


Where from. 


Cargo. 


Whence cleared. 


Cargo 


TlpTiTYiark .^....... 


63 
115 

74 

73 

72 

64 

115 

72 

70 

86 

78 


Gloucester 

Newburyport. . . 

United States. . . 

do 

do 

do 

do 

do 

do 

do 

do 


Flour and meal. 
do 

Gin^i molasses, 
and flour 

Flour, tea, &c. . 

do 

do 

do 

do 

do 

Dry goods 

do 


Gloucester 

Newburyport . . . 

United States. . . 

do 

do 

do 

do 

do 

do 

do 

do 


Oats 


Native American. . 
Iowa,. 


Oats and 

potatoes. 

....do.... 


Daniel P. King.. . 

Bold Runner 

Solon 


....do.... 
....do.... 
do . . 




....do.... 


Bold Runner 

Diana. ........... 


....do.... 
do ... 




do 


Commerce 


....do.... 



COLONIAL AND LAKE TRADE. 



543 



The following abstract gives a very satisfactory view of the trade 
and commerce of this colony for 1851 : 



Exports. 



Amount. 



89 vessels, 15,721 tons, at £A (island currency) per ton. 

Barley, 30,58i bushels 

Boards and deals, 1,497,629 feet, and 6,316 pieces 

Beef, 39 barrels 

Butter, 150 tubs 

Cattle, 363 head 

Carriages, 5 

Dry fish, 7,687^ quintals 

Pickled fish, 3,624 barrels 

Furs, 3 cases 

Hides, 2 casks 

Horses, 97 

Lathwood, 649 cords 

Oil, 484 gallons 

Oats, 365,695 bushels 

Oatmeal, 5^ tons — 34 sacks, 1251 barrels 

Oysters, 4,377| bushels 

Pork, 46 barrels 

Potatoes, 158,569 bushels 

Spars, 796 

Shingles, 220,772,000 

Sheep, 245 head 

Sundries 



Turnips, 27,343 bushels 

Timber, 1,282 pieces ; 66 tons scantling 

Wheat, 1,970 bushels 

Wool, 2 bundles 



7,580 tons of timber ; 1,865 knees. 



Imports, including ship chandlery, which is exported again in 
the building and rigging of ships, and not estimated in the 

value of the shipping , 

-say, for ship chandlery 



$538,755 

62,884 



$251,536 

18,348 

41,346 

616 

1,182 

7,823 

188 

19,235 

19,544 

280 

40 

8,124 

871 

252 

109,708 

1,143 

1,243 

552 

47,568 

1,230 

732 

717 

25,736 

4,901 

42,060 

2,400 

14 



607,389 



1^475,871 



COLONIAL AND LAKK TRADE. 



545 



PART X. 



INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERI- 
CAN .COLONIES. 

The industry of the inhabitants of the British North American colo- 
nies is principally engaged in agriculture, the fisheries, mines, and for- 
ests; in exporting the products of which to the United Kingdom and 
other British possessions, and to some foreign countries, and importing 
from thence, in exchange, the various requisites whose growth or man- 
ufacture is ill suited to the climate or condition of these possessions, 
consists their trade, and the great extent of employment it gives to 
British shipping. 

The most important object of industry in British North America, as 
well as the most striking physical feature of the country, is the forest — 
lofty, wide-spreading, and apparently illimitable — all unplanted by the 
hand, and, for a large part, yet untrodden by the foot of man ; where, 
without having planted or sown, he may enter, and reap and gather in 
what nature for many centuries has been bountifully preparing for his 
use. 

The importance and value of the North American timber trade to 
England is so fully established, as to be beyond a doubt. The mari- 
time supremacy of England has been maintained by it, new markets 
have been created for her manufactures, and a home, with remunera- 
tive employment, has been found for her surplus population. 

To show the rise and progress of the trade between Great Britain 
and the North American colonies, the following statements are offered. 
These have been carefully compiled from Parliamentary returns, and 
may be relied upon. 

Total official value of goods expo7'ted from Great Britain to the British 
North American colonies in the years mentioned. 



Colonies. 


1800. 


1805. 


1810. 


1815. 


(~!a nnrlri .............. ............. 


$2,208,528 
849,998 
389,904 


$2,030,313 
591,000 
121,409 


$4,701,220 

1,682,937 

464,220 

99,043 


$8,821,003 


Nova Scotia , 

TVptv Tirii';w7ir'lc .. .............. 


2,195,592 
984,676 


Prinf^p Tlfivuarrl T<Nlanrl . ...... 


62,155 








15,864 
2,721,993 




1,053,115 


1,213,565 


1,813,128 






Total 


4,501,545 


3,956,287 


8,760,548 


14,801,283 







35 



546 



ANDREWS REPORT ON 



As marking the progress and extent of the trade between the United' 
Kingdom and the North American colonies, the following return is pre- 
sented, showing the ships and tonnage inward and outward in Great 
Britain and Ireland, to and from those colonies, distinguishing British 
from foreign, from 1840 to 1850, both years inclusive : 



1 


INWARD. 


OUTWARD. 


Years. 


British. 


Foreign. 


British. 


Foreign. 




Ships. 


Tons. 


Ships. 


Tons. 


Ships. 


Tons. 


Ships. 


Tons. 


1840 


2,416 
2,461 
1,555 

2,215 

2,284 
3,018 
2,887 
2,459 
2,279 
This re 
2,036 


808,222 

841,348 

541,451 

771,905 

789,410 

1,090,224 

1,076,162 

953,466 

886,696 

turn wanting 

798,080 






2,099 
1,937 
1,333 
1,996 
2,060 
2,510 
2,666 
2,]74 
1,766 


694,094 
652,725 
446,842 
710,608 
722,299 
917,423 
978,590 
829,809 
668,087 


7 
1 


2,213 
384 


1841 






1842 








1843 






1 

2 

1 

7 

29 


180 


1844 






882 


1845 






414 


1846 






2,418 
6,331 


1847 


9 


3,274 


1848 '. . 




1849 










1850 


170 


67,580 


1,337 


480,279 


43 


15 930 







The official value of the import and export trade between Great 
Britain and the North American colonies, for the years 1818, 1819, 
1820, 1832, 1838, 1843, and 1848, is thus stated : 



Imports . . . . 
Exports . . . . 



1818. 



,610,215 
,976,320 



1819. 



$7,740,905 
10,005,165 



1820. 



$6,064,225 

8,381,580 



1832. 



$11,779,260 
9,544,785 



1838. 



$12,114,765 
11,696,035 



1843. 



$10,691,415 
11,287,250 



1848. 



$11,279,135 
11,240,150 



The amount of tonnage inward and outward between Great Britain 
and the colonies, in 1800, 1805, and 1815, was as follows : 





1800. 


1805. 


1815. 


Colonies. 


Inward. . 


Outward. 


Inward. 


Outward. 


Inward. 


Outward. 




14,293 

232 

6,072 


10,366 
4,149 
3,424 


15,076 
9,742 
3,687 
1,121 

12,386 


14,139 
7,934 
3,679 
1,'100 

29,669 


31,405 
21,087 
72,790 
5,985 
14,181 


27,839 


Nova Scotia 

New Brunswick 


29,284 

50,901 

3,107 


Newfoundland 


5,271 


19,780 


60,795 



COLONIAL AND LAKE TRADE. 



547 



The following statement, compiled from official returns, exhibits the 
total tonnage inward in Gieat Britain from the British North American 
colonies, as also the total tonnage outward to the same colonies, in 
1845 and 1850, distinguishing British from foreign tonnage : 





1845. 


1850, 


- 


Inward. 


Outward. 


Inward. 


Outward. 




1 


o 


4 


§ 
g 
^ 


1 
1 


fa 






England , . . 

Scotland 


Tons. 
1,480,807 
268,329 
210,136 

3,082 


Tons. 
7,045 


Tons. 

1,373,724 

226,482 

149,095 

7,138 


Tons. 

12,370 

230 


Tons. 

1,258,478 

178,574 

90,012 

3,498 


Tons. 

72,178 
3,778 
6,129 


Tons. 
1,135,734 
171,626 

68,626 
9,482 


Tons. 

73,323 

3,029 

16,082 


Channel Islands. . 




Total....... 


1,962,354 


7,045 


1,756,439 


12,600 


1,530,562 


82,085 


1,385,468 


92,434 



It will be borne in mind that on the 5th of January, 185Q, the change 
in the navigation laws of England came into operation ; and the fore- 
going table, therefore, shows the extent to which foreign tonnage was 
engaged during that year^ in the trade between Great Britain and the 
North American colonies. 

The extraordinary increase of the timber trade between Great 
Britain and her North American colonies is presented in the following 
statements, which commence with the year 1800. In that year there 
were imported into Great Britain, from the North American colonies, 
the following quantities of timber : 

34,017 loads of fir timber. 

843 do oak timber. ♦ 

850 masts. 

424 (standard hundreds) of deals. 
7,214 huiidreds staves. 

In 1819 the timber trade with North America had greatly increased, 
as will be perceived by the following statement of timber imported 
into Great Britain from the colonies in that year : 

266,297 loads fir timber, 
9,482 loads oak timber. 
14,170 masts. 
9,868 (standard hundreds) deals. 
359 do do battens. 

42,998 hundreds staves. 

The statements which follow give the quantities and value of the 
-North American timber trade in 1840, 1845, and 1850, distinguishing 
the quantity entered for home consumption from the whole quantitv 
imported : 



548 Andrews' report on 

Timber imported into the United Kingdom for home consumption. 





1840. 


1845. 


1850. 


Description. 


1-2 

ii 


£.2 

11 


*C 2 
pq 1 

s 1 

2 1 


^3. 

o o 

fa" 


.2 °^ 
■'^.2 

2 1 
fa ^ 


a. 

£.2 

1| 
28 

fa 


Sawed lumber, sup. ft. 
Square timber ,cubic ft. 
Timber, sawed or split, 

f iihip fipff ....... 


311,935,800 
31,950,700 




331,650 




74,250 




8,440,200 






24,944,550 

39,874,500 


17 148 2.50 


OQ Q«fi t^nn 


18,365,750 
13 696.100 


Lumber, not sawed or 






14,101,400^1 i^n non 















Total timber imported. 





1840. 


1845. 


1850. 


Description. 


•S 2 

to 

fa ^ 




1-2 

S i 
fa ^ 


•1- 
£.2 

11 

fa" 


■ii 

fa ^ 


£.2 
^^ 

1° 


Sawed lumber, sup. 
feet 


*313,442,250 
*32,336,100 




*212,850 




*56,100 




Square timber, cu- 


8,557,500 






Timber, sawed or 


*24, 691,300 

*39,315,750 
^4,417,350 

$7,93 


19,526,350 
14,765,650 


*21,833,950 

*31,015,400 
*4, 129,400 


17,971,450 


Timber, not sawed 
or split, cubic feet 
Sfavps^ fiiViip fppt 






12,513,150 






Official value.. 


$6,281 


,075 


6,020 


$6,32 


6,340 



jfoTE. — Quantities marked thus * may be considered as wholly from the British North 
American colonies. 

Remark. — The above tables are compiled from the Annual Trade and Navigation Accounts 
and the Yearly Treasury Finance Returns. 

To those acquainted with the timber trade, these returns will very 
likely explain themselves ; but, in order to present in more precise 
form the state of the North American timber during the last three 
years, the following statement, compiled from the returns of the Board 
of Trade, is submitted: 

Colonial timber and deals imported into the United Kingdom, in 
loads of 50 cubic feet: In 1849, 1,054,246; in 1850, 1,056,987; in 
1851, 1,119,000. 

In 1847 there was a large reduction in the duties on Baltic and other 
foreign timber ; and in the North American colonies, great apprehen- 
sions were entertained that the remission of those duties would be 
highly injurious, if not almost fatal, to the colonial timber trade. 



COLONIAL AND LAKE TRADE. 549 

Such, however, has not proved to be the case. It is true, as will be 
seen by the following statement, that the quantity of foreign timber im- 
ported into Great Britain since the remission of duty, has considerably 
increased ; but the quantity from the North American colonies has like- 
wise increased, as shown in the preceding statement. 

Foreign timber and deals imported into the United Kingdom, in loads 
of 50 cubic feet: In 1849, 578,468; in 1850, 690,692; in 1851, 868,000. 

The effect of opening the market to foreign timber by a reduction 
of duties, and consequently an increased importation, has not, as was 
greatly feared at the outset, proved injurious to the colonies by dimin- 
ishing the price of their timber. The increased consumption of timber 
in England has caused a demand for greater varieties of wood. The 
use of Baltic timber more extensively than heretofore, has caused a 
greater demand for colonial wood to be used in connexion with it ; 
while the change in the navigation laws has so reduced freights, that 
the producer of timber and deals in the North American colonies now 
receives more for his articles than he ever did before the reduction of 
the duties. 

Besides timber, there are other products of the forest, such as ashes 
and furs, w^hich form no inconsiderable item in the sum total of colonial 
produce imported into the United Kingdom. 

The total value of all colonial products to the United Kingdom, in- 
cluding those derived from mines, agriculture, and the fisheries, is fully 
set forth in the various tables to be found in this report under head of 
each colony respectively; and to these, reference is made for more 
particular information. 

England possesses no nursery for seamen at all equal to her North 
American colonial trade. Besides training her own hardy and burly 
sons to the dangers and hardships of the sea, that trade fosters and 
raises up, from among her active, well-built, enduring, and intelligent 
subjects in the northern colonies, as fine seamen as ever trod a deck, 
afraid of no danger, and perfectly fitted to sustain any reasonable 
amount of cold, hardship, and fatigue. The vigor of their frames, their 
sound constitutions, and the habit of facing severe cold, violent gales, 
and stormy seas, in a high northern latitude, aided by quick percep- 
tions and ready intelligence, eminently qualify them to navigate her 
ships to any quarter of the world, either to uphold the honor of their 
country in fighting her battles upon the seas, or, better still, to extend 
and enlarge her commerce to every part of the habitable globe. 

To her colonial seamen, England may well look with honest pride. 
Save our own citizens, they have few equals, and none others are their 
superiors. Whether in war or in peace, these British North American 
sailors, cradled on a stormy deep, and roughly nursed amid storm and 
tempest, are in every way fitted to fulfil their duty, and do honor to 
the country which claims their allegiance. 



COLONIAL AND LAKE TRADE. 551 



PART XI 



TRADE OF THE PRINCIPAL ATLANTIC PORTS OF THE 
^JNITED STATES WITH THE BRITISH NORTH AMERI- 
CAN COLONIES BY SEA. 

The direct trade by sea between the principal Atlantic seaports of 
the Union and the British North American colonies has, within a few 
years, become of such extent, value, and importance, as to demand 
more than ordinary attention. 

Probably the most remarkable and intei;^sting feature of the age, is 
the rapid increase and constant activity of the world's commerce. Its 
great agent and promoter, navigation, to which such enormous annual 
contributions have latterly been made by England and the United 
States, is more firmly establishing it on a more extended basis, for 
still greater and more universal achievements. 

The great addition to the navigation interest of the world furnished 
by the British colonies is not generally considered ; nor is its import- 
ant and influential character fully understood, save by a small por- 
tion of the leading statesmen of Europe and America. 

The great maritime resources of the North American colonies, and 
the advantages of their geographical position for an extended com- 
merce with all mankind, will contribute more effectually to accelerate 
their onward progress to wealth and power, and unquestionably give 
them a commanding position in all future commercial developments. 

The extent of seacoast and abundance of excellent harbors in these 
colonies, is most remarkable. 

Commencing at the river St. Croix, the boundary of the United 
States, there is much coast, and many fine ship harbors, within the Bay 
of Fundy and the islands it encloses. Next comes the Atlantic coast 
of Nova Scotia, with its numerous indentations ; then the sea-shores 
of Cape Breton, and its beautiful and extensive interior coast surround- 
ing that large arm of the sea known as the Bras D'Or, or " Arm of 
Gold;" next, the eastern or Gulf coast of Nova Scotia and New Bruns- 
wick, the Bay of Chaleur, the shores of the whole colony of Prince 
Edward Island — of the Magdalen islands and Anticosti, and all the 
Labrador coast from Mt. Joly to Davis's straits ; in the aggregate, 
about 3,500 miles of coast-line, everywhere teeming with fish, in greater 
abundance and excellence than in any other part of the world. 

To this great extent of sea<:oast, admirably provided with large and 
excellent harbors, must be added the coast of Newfoundland, more than 
1,000 miles in extent, whose harbors -and fisheries have been known 
and constantly frequented for more than three centuries. 

The handsome and elaborate map of the Lower Colonies, hereunto 
appended, was prepared expressly for this report by Mr. Henry F. 



552 Andrews' report on 

Perley, of St. John, New Brunswick, a young engineer of much promise. 
The original surveys, maps, and charts, from which it was prepared 
a^e of the most recent date, and of the highest authority ; they were 
obtained with some trouble and at much expense, from England and 
from the provinces. These have been carefully collated and compiled, 
and the result is the present map, which is recommended as one of the 
best yet presented. It exhibits the peculiar configuration of the Gulf 
of St. Lawrence, and of the colonies which are washed by its waters, 
with their infinity of rivers and harbors, and endless variety of creeks, 
coves, inlets, estuaries, straits, bays, and arms of the sea. 

There cannot, perhaps, be found elsewhere the same extent of coun- 
try possessing in a greater, or even an equal degree, all the requisites 
for constructing a mercantile marine, nor the like extent of seacoast so 
profusely furnished with the finest and most capacious harbors, as the 
colonies of New Brunswick and Nova Scotia. 

A glance at the map at once shows that those colonies are but a mere 
extension of New Englandf and that an interchange of their respective 
products must not only exist, but will of necessity be mutually bene- 
ficial, if not absolutely essential to the prosperity of either country. The 
wise and truthful spirit of commerce will be opposed to any policy, 
whether British, American, or colonial, that restricts in the slightest 
degree the entire freedom of commercial intercourse between countries 
in such immediate proximity, and whose best interests are so closely 
interwoven. 

The island colonies of Newfoundland and Prince Edward Island, ly- 
ing contiguous to New Brunswick and Nova Scotia, with similar char- 
acteristics in almost every particular, are rapidly becoming convinced 
of the value of their material interests in connexion with the necessity 
for a more liberal commercial intercourse with the United States. 

Although the tables which follow show that the trade of the four lower 
colonies is chiefly confined to Boston and New York, yet they also prove 
that commercial intercourse with them is becoming more general with 
all the towns and seaports of the Atlantic States, and that Baltimore 
and Philadelphia also participate in its benefits. 

To encourage the intercourse thus springing into existence and at- 
taining great value from the natural course of trade, and the relative 
position of the parties with reference to certain natural products of each, 
would seem to be the bounden duty of the governments of these re- 
spective countries. 

The first object of every commercial system should be to create and 
uphold a great commercial marine. Mr. Huskisson laid it down as a 
principle, that "the only true and durable foundation of a large com- 
mercial marine is to be laid in the means of affording it beneficial em- 
ployment. Without such employment — without*, in short, extensive 
commerce, and great capital to sustain and invigorate that commerce, 
no laws merely protective will avail. Strict navigation laws have not 
always created a marine. Does not naval and commercial superiority 
depend on the habits, pursuits*, inclinations, associations, and force of 
character, rather than on any code of laws whatever?" 

In spite of the prohibitions and restrictions which yet exist, and serve 
to prevent the rapid increase of commercial intercourse between the 



COLONIAL AND LAKE TRADE. 553 

United States and the lower colonies, yet that intercourse has already- 
attained great value and importance from a very small beginning. 

The tonnage inward from the United States, in all the British North 
American colonies, during the years 1787, 1788, and 1789, amounted 
on the average of those years to 15,524 tons annually. These were 
all British vessels. 

In 1816, the tonnage inward from the United States was as follows : 

British 18,378 tons ; American, 75,807 tons : total, 94,185 tons. 

The average of the years 1820, 1821, and 1822, was: British, 10,464 
ton^ ; American, 66,029 tons : total, 76,593 tons. 

In the year 1830, the tonnage inward from the United States was : 
British, 20,755 tons ; American, 54,633 tons : total, 75,388 tons. 

The tonnage inward from the United States in 1831 was : British, 
41,367 tons ; American, 16,567 tons : total, 57,934 tons. 

The decrease of tonnage in this year was owing entirely to commer- 
cial restrictions, embarrassing to trade and injurious to both parties. 
The falling off in tonnage between 1816 and 1831 was no less than 
36,251 tons, or more than one-third of the whole inward tonnage. 

The absurd and injurious restrictions having been removed, trade 
and navigation between the colonies and the United States at once 
revived ; and in 1840 the inward tonnage from the United States was 
as follows : British, 401,676 tons ; American, 357,073 tons : total, 
758,749 tons. 

In the short period of nine years, owing to enlarged freedom of trade, 
the tonnage between the United States and the colonies increased more 
than thirteen-fold ! 

Following up this increase, the tonnage inward from the United 
States in 1850 was: British, 972,327 tons ; American, 994,808 tons : 
total, 1,967,066 tons. 

The astonishing increase in the nine years which preceded 1840, 
was followed in the ten years which succeeded that period by another 
surprising increase, amounting to more than 250 per cent. ! And now 
commences the year 1851. 

The first table hereafter presented exhibits the description, quantity, 
and value of the various articles of domestic production exported from 
twenty-three Atlantic ports of the United States to the colonies of New 
Brunswick, Nova Scotia, Newfoundland, arid Prince Edward Island, 
during the year 1851. 



554 



ANDREWS REPORT ON 



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556 



ANDREWS REPORT ON 



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COLONIAL AND LAKE TRADE. 



557 



To exhibit in a more condensed form, and place the value of this 
colonial trade in a position to be better understood and appreciated, the 
following statement is submitted, showing the total value of domestic 
and foreign exports, and the value of colonial imports, in 1851, deduced 
from the preceeding statements. 



Districts. 


Exports. 


Total ex- 
ports. 


Imports. 


Total exports 




Domestic. 


Foreign. 


and imports. 


Passamaquoddy 

Portland and Falmouth . 

PpTif»h<;mt ............ 


#429,669 

32,973 

492 


$28,893 
1,617 


$458,562 

34,590 

492 


$107,402 
22,668 


$565,964 

57,258 

492 




494 

12,251 

1,432 

15,886 

10,221 

4,020 

128 

2,122 

6,774 

32,703 

11,259 

949,241 

271,681 

50,083 

25,962 


494 




2,331 


1,820 


4,151 


16,402 
1,432 


Nswport ••••••••••••• 


PrnviHfinrR ........... 


334 




334 


16,220 

10,221 

4,020 


Fall River 




Fairfield 








Middletown . . . • 








128 


New London 









2,122 


Marblehead 








6,774 
47,320 
11,259 


Salem and Beverly. . . . 


14,068 


549 


14,617 


Boston and Charlestown 


876,183 
954,087 
125,350 
172,530 
1,118 
13,100 


297,395 

732,202 

3,118 


1,173,578 

1,686,289 

128,468 

172,530 

1,118 

13,100 


2,122,819 

1,957,970 

178,551 


Philadelphia ....••.... 


Baltimore 


198,492 
1,118 


"Wilminffton •.•••..••• 




Elizabeth City 






13 100 




2,053 
610 


2,053 


Edenton. 









610 


Savannah.. 


12,271 




12,271 


12,271 








Total 


2,634,506 


1,065,594 


3,700,100 


1,526,990 


5,227,090 



The preceding table shows a trade which has, almost without attract- 
ing any portion of public attention, already sprung up, and been ex- 
tended to the amount of nearly five milhons and a quarter of dollars 
during the past year. 

To show further the importance of this same colonial trade in en- 
couraging our mercantile marine, the following table of shipping, in- 
ward and outward, during 1851, to and from nine ports of tlie United 
States only, and the colonies of New Brunswick, Nova Scotia, New- 
foundland, and Prince Edward Island, distinguishing American from 
British shipping, is also submitted : 



558 



ANDREWS REPORT ON 











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COLONIAL AND LAKE TRADE. 



559 



This table shows that, during the year 1851, 341,372 tons of ship- 
ping entered inward from the lower colonies in nine Atlantic ports only, 
and that 588,658 tons of shipping cleared outward from those ports for 
the same colonies ; making, in the w^hole, an aggregate of" 930,030 tons 
of shipping engaged in the colonial trade with nine ports of the Union 
alone in that year. 

In order to show the relative total amount of tonnage inward and 
outward to and from the principal seaports of the United States and 
the North American colonies, the following comparative statement has 
been compiled, showing the whole tonnage inward and outward at the 
ports named, in 1851 : 



Ports 



New York , 

Quebec , 

Boston , . . 

New Orleans , 

St. John, N. B 

Halifax, N. S 

Philadelphia 

Baltimore 

St. John, Newfoundland 



Inward. 


Outward. 


1,448,768 


1,230,082 


533,821 


586,093 


504,501 


503,101 


328,932 


421,566 


282,450 


324,821 


176,802 


178,079 


159,636 


140,174 


113,027 


105,789 


103,016 


91,191 



The foregoing comparative statement will, no doubt, excite some 
surprise as to the relative amount of shipping and navigation to the 
principal seaports of North America. It proves, beyond a doubt, and 
without reference to any other statement comprised in this report, that 
the British North American colonies have industriously improved the 
extensive facilities and abundant resources they possess, and have 
already achieved the high position of being the fourth, if not the third, 
commercial power, in poin^ of tonnage and navigation, in the world. 

The character of colonial vessels has improved within a few years 
very rapidly, and they are selling very readily in England at remunera- 
ting prices, and are found to be as good vessels as are built in the 
world. The St. John and Quebec ships take the lead in colonial ship 
ping. 



Colonial and lake trade. 561 



PAR T 1 1 1 



REVIEW OF THE PRESENT STATE OF THE DEEP-SEA 
FISHERIES OF NEW ENGLAND. 

PREPARED BY WILLIAM A. IVELLMAN, ESQ., ASSISTANT COLLECTOR OF THE PORT OF BOSTON, 
UNDER THE DIRECTION OF P. GREELY, JR., ESQ., COLLECTOR OF THAT PORT. 

The fisheries of Massachusetts, and of the other New England States, 
were prosecuted successfully, and to a great extent, long prior to the 
revolutionar}^ war ; and it will be seen by the treaty of 1783, that they 
occupied a prominent point in tiie negotiations for peace. By the third 
article of that treaty it was stipulated, " that the people of the United 
States shall continue to enjoy unmolested the right to take fish of every 
kind on the Grand Bank, and on all other banks of Newfoundland ; also 
in the Gulf of St. Lawrence, and at all other places in the sea, where 
the inhabitants of both- countries used any time to fish ; that the inhabi- 
tants of the United States shall have liberty to take fish of an}^ kind on 
such part of the coast of Newfoundland as the British shall use, (but 
not to cure or dry them on the island ;) and also on the coasts, bays, 
and creeks of all other of his Britannic Majesty's dominions in America ; 
and that the American fishermen shall have hberty to dry and cure 
fish in any of the unsettled bays, harbors and creeks in Nova Scotia, 
Magdalen islands, and Labrador, so long as the same shall remain un- 
settled ; but so soon as the same, or either of them, shall be settled, it 
shall not be lawful for the said fishermen to dry or cure fish at such 
settlement, without a previous agreement for that purpose with the in- 
habitants, proprietors, or possessors of the ground." 

This article secured to us the right of the coast fishery, which, as 
colonies, w^e had used and possessed in common with the mother coun- 
try ; and under its provisions the cod fishery recommenced at the close 
of the war, and continued to increase with the encouragement granted 
by the government. 

At first a bounty was allowed on the exportation of salted fish, as a 
drawback of the duty on imported salt ; and subsequently, the present 
system of allowances in money was established to vessels employed 
for a certain specified time in the Bank and other cod fisheries. The 
State of Massachusetts alone employed in the cod fishery, from 1786 
to 1790, five hundred and forty vessels annually, measuring about 
twenty thousand tons, manned by three thousand three hundred seamen, 
and the value of their products in fish exported to Europe and the West 
Indies exceeded two hundred and forty thousand dollars. 

From this period the fisheries increased, and added largely to the 
trade and commerce of the North, until the beginning of the commer- 
36 



562 Andrews' report on 

cial restrictions which led to the embargo of 1808, and the war with 
England in 1812. The magnitude of our fisheries from 1790 to 1807, 
the greatest periods of prosperit}^ can be realized by those only who 
have studied this branch of American industry. Beyond what relates to 
the value of the wealth annually added to the country, and the extensive 
employment it gives to our native seamen, it has claims on the protec- 
tion of the goverment as a nursery for the hardy and daring mariners 
who have heretofore manned our fleets and fought the battles of our 
navy. Some idea may be formed of the extent of the fisheries just 
prior to the mercantile disturbances of 1808, from the fact that, during 
the year 1806, the value of dried and pickled fish exported exceeded 
$2,400,000. From this time to the years 1813 and 1814 it dw^indled 
down to less than S100,000. Then it was that the war between the 
United States and England almost annihilated the fisheries; but the 
navy was recruited, from the vessels laid up, withj;hat strength and 
daring which enabled it to cope so successfully with its adversaries. 
When peace was concluded, the rights secured, under the treaty of 
1783, to carry on the cod fishery on the colonial shores, was reiused by 
the British government. The treaty of Ghent, and the commercial 
convention subsequently, are both silent on this important subject ; and 
it was not until by the convention of 20lh of October, 1818, that we 
obtained the privihge to take fish " where the inhabitants of both coun- 
tries," under all former treaties, claimed the right. And by this same 
convention it will be seen that " the United States renounced any 
liberty before enjoyed or claimed b}^ them, or their inhabitants, to take, 
dry, or cure fish, on or within three marine miles of any of the coasts, 
bays, creeks, or harbors of any of the British dominions of America 
not included within that part of the southern coast of Newfoundland 
exteu'-Mng from Cape Ray to the Rameau islands ; on the western and 
northern coast of Newfoundland, fi'om Cape Ray to the Quiepen islands ; 
on the shores of the Magdalen islands ; and also on the coasts, bays, 
harbors, and creeks, from Mount Jolly, on the south of Labrador, to 
and through the straits of Bellisle, and thence northerly along the 
coast." 

We have, by this agreement, the liberty to dry and cure fish in any 
of the unsettled bays, &c. ; and when settled, with the grant of the 
proprietors of the ground. Some of our vessels have attempted to carry 
on the fishery as they had been in the habit of doing; but the prescribed 
limits of three milts from the shore the imperial government decided 
should be measured from the headlands, and not tiom the interior of 
the bays, and excluder! our vessels from the passage or strait of Canso, 
and denied our right to land on the Magdalen islands ; thus driving off 
the American fishermen from the usual fishing grounds, and in many 
instances seizing and confiscating their vessels. 

These proceedings have naturally excited much ill feeling, especially 
with those who have for so long a time resorted to those shores ; and these 
onerous restrictions are still in full l()rce. 

Tht^ advantages tlius secured to tlie colonial fishermen must be ap- 
parent ; for while our fishermen are compelled to go out to the banks 
in large vessels, fitted fit great expiuise, and with crews averaging nine 
men to every schooner of ninety tons burden, and extending their 



COLONIAL AND LAKE TRADE. - 563 

voyages for many weeks, the colonists carry on their fishing entirely 
in small boats, with perhaps not more than two men in each, who 
return to their shores at the close of each day's work, and land and 
cure their fish, which at the close of the summer arc laden on board 
their ships for a foreign market. Our vessels return to our ports, when 
laden with fish, to wash out, dry and cure their "fares," and they are 
necessarily much behind their more favored competitors in seeking a 
market for the yjroduce of their toilsome labors of the fishing season. 

In consequence of these unequal privileges, and the change of policy 
of our government with regard to a reduction of duties, from specific 
rates to a uniform ad valorem rate of twenty per centum on the foreign 
cost of imported fish, our colonial competitors now supply our own 
markets, as they did former^ the principal markets of Catholic Europe 
and the Wesi Indies. And not only our own markets are flooded with 
foreigr-caught fish for consumption and for transportation to other 
American markets, but the Atlantic ports, since the year 1846, have 
become depots of vast quantities of dry and pickled fish for exportation 
to foreign countries. 

Prior to the enactments of the tariff law of December, 1846, and 
the warehousing act of August of that year, no drawback was allowed 
on foreign dried and pickled fish, and other salted provisions, or fish- 
oil; and so far as relates to the drawback of the duties paid on said 
articles, the prohibition of the 4th section of the act of April 27, 1816, 
is presumed to be in force. But its provisions are entirely nulhfied by 
the operations of the warehousing act, which allows foreign fish to be 
imported, and entered in bond, and exported ihence without the payment 
of any duties. 

By the statement marked No. 1, appended hereto, of the imports of 
fish into this port, from J 821 to 1851, it will appear that during the 
first-named 3^ear only six quintals of dry fish and eighty- seven barrels of 
pickled fish were imported ; and that, during the first fiscal year after 
the passage of the tariff of 1846, nearly fourteen thousand quintals of dry 
fish and forty-two thousaiid barrels of pickled fish were imported; the 
foreign cost of which was a fraction short of $200,000. Statement No. 
2 exhibits the exports from 1843 to 1851, by which it appears that in 
1843, 1844, 1845, and 1846, not any foreign-caught fishw^as exported; 
and that the value of the exports of American fisheries averaged half a 
miUion of dollars annually. The same statement shows, that fi:om 
1847 to 1851, there were exported from this port 63,816 quintals of 
dry fish, and 92,524 barrels of pickled fish, all of which were entered 
under the provisions of the warehouse act, and consequently exported 
without paying any duties. 

These facts most strikingly illustrate the hard lot of our fishermen, 
who are denied equal competition on the fishing grounds, and are Lke- 
wise deprived of the discrimination in their favor, extended to them for 
more than half a cenfury, by the general government; consequently, 
the results of their adventures are diminished from year to year, as the 
home markets, as well as the foreign markets, are being supplied by 
forei2:ners with foreion-cau2;ht fish. 

Statement No. 3 exhibits the quantity and value of dry fish imported 



664 

and warehoused for the fiscal years 1847 to 1851, inclusive, and the- 
disposition made of the same. 

Statement No. 4 shows the same for pickled fish. 
By the first it will be seen that twenty-seven thhty-fourth parts of 
the whole importation were exported; and by the second, th'4t fifty 
per cent, of the imports were shipped out of the country, to the exclu- 
sion of American fish. These facts are so ver}- striking, that comment 
is deemed unnecessary. 

Statements Nos. 5, 6, and 7, exhibit the quantity and value of each 
kind of fish imported into the United States from 1843 to 1850, inclu- 
sive, and also the exports for the same years, of both foreign-caught 
and American fisheries. In the table No. 5, the increase of imports- 
will sufficiently appear; and I have to call your particular attention to 
table No. 6, in which w^ill be seen that in 1843 no foreign dry fish was 
exported from any port in the United States, and only one hundred 
and three barrels of pickled fish ; and even down to 1846, the small 
amount oitcii quintals onl}^ were exported. The following year, 1847, 
thirty-Jive thousand quintals of dr}^ and fourteen thousand bari'els of 
pickled fish were exported, and the annual exports have gone on in- 
creasing from that time to the present; the quantity of pickled fish for 
1850 being over ffty-nine thousand barrels. Table No. 7 shows the 
quantity and value of American-caught fish exported to all countries 
for the same years. 

I also append table No. 8, which shows the whole quantity of pickled 
fish inspected at the various fishing towns in Massachusetts from 
1838 to 1850, inclusive. This document is compiled to exhibit the 
magnitude of this branch of the fisheries in this Commonwealth, and 
the interest Massachusetts citizens have in the proper regulation of the 
fisheries. 

I also append hereto statement No. 9, of the tonnage of vessels 
employed in the fisheries of the United States for the 3^ears 1843 to 
1850, inclusive, designating the tonnage emp^yed in the cod fishery, 
mackerel fishery, and of vessels under twenty tons burden in the cod 
fishery, and also register tonnage in the whale fishery, together with 
the aggregate tonnage of the whole country for each period, by which 
a comparison can be made, at a glance, of the relative tonnage in each 
employment, with the entire tonnage of the United States. 

In the year 1815, the year after the termination of the late war with 
Great Britain, the fishing tonnage of the United States did not exceed 
fifteen thousand tons ; in 1835, twenty years afterwards it reached one 
hundred and fourteen thousand tons ; in 1845 it was two hundred and 
eighty-seven thousand tons ; and from 1846 to 1850, it increased about 
nine thousand tons only, including the whale fishery. 

Although the cod and mackerel fisheries were each regarded a trade 
or employment within the true intent and meaning of the 32d section 
of the act of 1793, the authority to issue licenses for the mackerel fish- 
ery was first granted by the act of Congress of 24th of May, 1828, by 
which it was proposed to keep the two employments distinct. But 
every year's returns show that vessels so licensed have been engaged 
in catching cod fish; and the owners of such vessels have in many dis- 
tricts obtained the bounty allowed to vessels in the cod fishery, by do- 



COLONIAL AND LAKE TRADE. 565 

ducting the time employed in mackerel fishing, if the time required for 
bounty was otherwise made out between the last day of Febuary and 
the last day of November, in the year employed. The consequence 
has been, that within the customary range of a fishing voyage both cod 
^nd mackerel have been taken, without regard to the tenor of the license, 
and the collectors generally have paid the full bounty allowed by law 
to those employed exclusively in the cod fishery. It would therefore 
appear from the legal history of the fishing bounties and allowances, and 
from the constructions and understanding of them by the various offi- 
-cers^whose duty it is to execute them, that the whole system requires 
revision. The regulations for dividing the proceeds of the fishing voy- 
ages, instead of paying monthly wages to the crew, are too frequently 
evaded by a large number of vessels ; and notwithstanding all the vigi- 
lance of the officers of the revenue, it is quite doubtful if the actual fish- 
ermen now derive much if any benefit from the large sums annually 
paid out of the treasury for fishing bounties. I regard it of great im- 
portance to cherish this branch of industry, and would not recommend 
that anything should be adopted which would impair its prosperity; but 
I am so strongly impressed with the conviction that those most inter- 
ested in the business would be benefited by a more thorough supervision 
of bounty claims, that I do not hestitate to urge its consideration upon 
the department. 

The second act passed by Congress after the establishment of gov- ^ 
ernment— July 4th, 1789 — -allowed a oount}^ on dried and on pickled fish, 
and on salted provisions, exported to any foreign country ; and this act 
continued in force, with the modifications contained in the acts of Au- 
gust 4th and the 10th of August, 1790 ; of the 18th of February and 8th 
of July, 1792; 2d of March, 1799; 12th of April, 1800; and finally re- 
pealed by the abohtion of the salt duty, March 3d, 1807. From 1807 
to July 29Lh, 1813, tliere ivc.re no bounties or allowances to fishing vessels. 
This last act restored the fishing bounties without granting any allow- 
ance or drawback on the exportation of salted beef and pork; and the 
rates allowed were increased by the act of March 3d, 1819, according 
to which all payments are now made. 

I have thus summarily traced the history of legislation in regard to 
this subject, in order to show the share of public attention given to it, 
and as preparatory to giving a comparative view of the sums paid by 
government as bounties under the various acts of Congress. 

It appears that for the year ending December 31, 1791, the sum of 
$29,682 11 was paid as bounties on salted provisions and pickled fish, 
but nothing was paid to vessels cmjdoyed in the fisheries prior to 1793, 
when the sum paid was nearly $73,000. For the year 1806, the 
sum of $37,000 was paid on salted provisions, &c., and $163,000 to 
vessels employed in the fisheries, making a total of about $200,000. 
During the years 1812, '13, and '14, no y)ayment3 were made. In 
1815, only $1,800 were paid; but in 1820, the first year after the opera- 
tion of the act of 1819, the sum paid amounted to $209,000. The 
amount now^ paid annually is not far irom $320,000. By the abstract 
herewith, number 10, it will be seen that at this port alone there have 
been paid more than tioo millions of dollars for bounties since the year 
1841. The sums paid to vessels licensed at Boston I have separated 



566 Andrews' report on 

from the amounts paid for drafts drawn by collectors of other districts, 
designatino[ the particulars and the aggregates for each year and for the 
whole period. It will be seen, likewise, that while the allowances have 
continued to decrease at Boston, at almost every other place they have 
increased. At this port, for several years past, an inspector has been 
detailed at the commencement of the fishing season, whose whole duty 
it is to look after vessels engaged in the fisheries, and to note, from day 
to day, every vessel in port, and all the particulars relating to her busi- 
ness, and at the close of the season the facts collated are communicated 
in detail to the collectors of the respective ports whence licenses were 
granted. Under the instructions of the department of February 22d, 
1842, a certificate has been required previously to the vessel's depart- 
ure, setting forth her seaworthiness and a description of fishing gear, 
&c., and such a certificate has been regarded here as a necessary pre- 
requisite to the obtaining the bounty. The journal of the vessel, to be 
sworn to by the master, has also been required, as directed by instruc- 
tions of 22d of December, 1848; and the last circular on this subject, of 
September 17, 1851, as modified by circular of December 11, 1851, 
will be strictly enforced, and applied in the liquidation of all claims for 
the bounty during the past season. 

If time permitted, other matters might be examined and stated, bear- 
ing on this subject, but they would little aid or strengthen the infer- 
ences to be drawn from the facts submitted. The extent, character, 
and value of the fisheries, in connexion wath the trade and commerce 
of the British North American provinces, will appear in an examina- 
tion of the statistical tables which form a part of this report ; and from 
an examination of the existing treaties bearing on the fisheries, the re- 
strictions and inequalities under which American fishermen pursue 
their business will be apparent. It follows, therefore, that to secure 
anything like reciprocal trade between the United States and those 
provinces, a more liberal policy on the part of the British government 
in regard to the fisheries must first take place. So long as our citizens 
are compelled to conduct the fishing business from their vessels in the 
open sea, and the colonists are permitted to land on any of the shores, 
inhabited or uninhabited, and set up their fishing stations, and carr}^ on 
their employment from the land, and American vessels are denied the 
free navigation of the St. Lawrence, the Gut of Canso, the shore fishe- 
ries, and other advantages claimed by the colonists, under the sanction 
of these treatif^s, it is believed that our government cannot adopt any 
measures tending to additional benefits to the commerce of the colonies. 
I also transmit abstract (No. 11) of fishing vessels lost during the past 
season, their tonnage, loss of life, &c., as returned by the collectors of 
the several ports therein named. 

Custom-house, Boston, Jamiary 7, 1852. 



COLONIAL AND LAKE TRADE. 



567 



The following statement shows the allowances to vessels employed 
in the fisheries and bounties on pickled fish exported from January 1, 
1820, to June 30, 1851 : 



Years. 


Allowances to ves- 
sels employed in 
the fisheries. 


Bounties oa 
pickled fish 
exported. 


To 31st December, 1820 


$197,834 63 
170,052 92 
149,897 83 
176,706 08 
208,924 08 
198,724 97 
215,859 01 
206,185 55 
2.-^9,145 20 
261,069 94 
197,642 28 
200,428 39 
219,745 27 
245,182 40 
218,218 76 
223,784 93 
213,091 03 
250,181 04 
314,149 49 
319,852 03 
301,629 34 
355,140 01 
235,613 07 
169,932 33 
249,074 25 
289,840 07 
274,942 98 
276,439 38 
243,432 23 
286,703 77 
287,988 75 
328,265 01 


$11,168 71 
11 107 80 


1821 


1822 


11 1.58 "id 


1823 


10 988 50 


1824 


10 162 80 


1825 


10,560 60 
13 640 40 


1826 


1827 


8,879 20 
9,026 23 
9,007 60 
9,073 10 
13,4<i6 20 


1828 


1829 


1830 


1831 


1832 


14,392 00 

13,284 43 

10,802 21 

9,5.36 80 

6,731 80 

7,360 42 


1833 


1834 


1835 


1836 


1837 


1838 


5,474 30 
4,743 50 
4,953 90 
4,760 40 


1839 


1840 


1841 


1842 


5,629 30 
3,315 05 
6,663 60 


Six mos. to June 30, 1843 


1844 


Year ending June 30, 1845 


4,174 20 


1846 


5,540 60 


1847 , 


6,488 20 


1848 


747 80 


1849 


68 40 


1850 




1851 , 


30 00 








7,725,373 13 


241,936 35 



M. NOURSE, aiding Register. 
Treasury Department, Register's Office, August 11, 1852. 



No. 1. — Imports of dried and picMed fish into the port of Boston during 
the fiscal years ending June 3^, from 1821 to 1851. 



Year. 


Dried fish. 


Pickled fish. 




» Quintals. 


Value. 


Barrels. 


Value. 


1821 


6 

37 

575 

169 

125 

684 

430 

13,822 

20,774 

723 

7,013 

3,424 


$13 

389 

3,937 

1,989 

1,340 

3,933 

2,798 

22,424 

48,262 

2,851 

15,244 

8,463 


87 

351 

7,845 

9,667 

26,047 

21,322 

17,598 

41,456 

72,419 

34,597 

55,886 

92,312 


$245 

2,591 

76,194 

39,796 

170,585 

194,948 

155,264 

199,171 

322 730 


1830 


1840 


1843 


1844 


1845 


1846 


1847 


1848 „ 


1849 


189^695 
301,904 
473,005 


1850 


1851 






47,782 


111,643 


379,587 


2,126,128 



Collector's Office, Boston, Becenxber 17, 1851. 



P. GREELY, Jr., Collector. 



668 



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573 



PS • lO 

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c 

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3,257 

22 


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100 

1,581 

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674 



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CO c: c^ CO .-I cc OJ 

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05 O*— 

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t~ TJ- O 



r-i CO — H 

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to 



'3 



coiOrHLfOiooo •^osojc^ooiioootot-cnoccri 

cjo— iiof^fM'-H •t^co'^ot-coioc^o'vcr. uo 

t^ (Ti en 'cos^f-^-^io uooot— t 

CO CO f-« • I— ( r-t CO CO 



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co" oTcT • rH'(^^ irTt-^ t-^io' 



tj- cooo 

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CO ''T 



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Or-lt-C}C3O00-<# 
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r-< 03 CD • 



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t^ 00 



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oooco o -^o 
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3.-C;pOt-Cs_t;oa)^f2s^rirti-JS«*'a3 



COLONIAL AND LAKE TRADE. 



675 



• CO 


OCD 


00 t- 


c^ o • 


•o 




CD 


00 




(M iTi 


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•CO 


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00 O O Ol 

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c^ so 

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•»-0 00"*»OCOO-^CO 
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cor- .X) 

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00 c>J vn CO "* --H ■'* LO 

t^'sJ'QO'— l-rfCO'-^-* 
r-t "-I OO 1— I CO 1— t 



t^ lO '^ 

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576 



ANDREWS REPORT ON 



i-o CO 

to lO 
CDC» 

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CM 



(TO --I 
I:- ITS 



CD 
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c 
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6 



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CO t- 



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to CO 



o o -^ «ri c? f-H (^ 
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CO £^ to O Cl 



C^ to ^ to to CO to 

t-H CO o t- '— I y3 lo 

l^ CJ ■* to 00 



OCOtr-iOCOOO — tOOGO 
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t-CDai-^T-tl^-^i—tDOO 
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O "* <U3 00 ^ 
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T-HCOOCOQO 
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to O 'H rH lO t^ <:C 

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j^ ^ r-l to OJ OS Oi 

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t- o CO to OJ 10 <n 

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t-OTOt'i^'^coooaiococo 

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tft oot- 

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CO to 

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30 to (7}-t- 

CO C< 05 00 
to CO 



CO ■* 05 

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1-1 000 
too 



coo 00 CO 
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CO 



to O O tO- 

to CO 00 

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^O tf>0 
COO} O CM 
r-lG^ UO Pi 



05 Cr5CO<«4« 
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o x>ao CM! 
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too: 00- 

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to C< 00 to 

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COLONIAL AND LAKE TRADE. 



577 



t»ODlr»OOiOQOOOO?Ol>tC.-H-«* 

QOOG^CO'-((MOa3'*G^iO!M'-H(M 
QtrH-^OOCO C^CO«£> CO^rHr- 

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rH • 




















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9,294 

739 

1,239 


'^rHCnC? 
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CO 

I— 1 


































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t' O t^ Cft -H Ol CM Ktl *-! -^ u^ • 
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37 



578 



ANDREWS REPORT ON 






Ph 



pq 



to lO 



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O^ 












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t- lio in 10 t' en (M 

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00 c« 



00 t^ 

coo 

r-i CO 



t^ CO COO 

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COLO (MO 
CO >o t- c© 

CO 03 I- rH 



CO 00 C>? CO '^i 
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CM t- Oi t^ '^ 

CM~t^ CfTi-T 



I— I OJ CO ■<* 10 
O O '^ (M O 
"* '^ rHOO CO 



05 1-H t- a: 1-1 

00 I— I UO CM CO 
03 10 COOO OJ 

'^ 00 CO I— I CO 



1^ -H 00 CO CO 
t^ CO — I t- CD 
UO 1— I O t^ CO 



O CD 
CO CD 
00 00 



CO -H 
CO CO 
CM 



LO COCMO 
00 10 i-l 
CO t^ 



COO-^COi— (UOCOlOCOCO 
OOOt^OSCOt-lOCOUOOO 

t^ o '* CM t^ >o I—I coco 
crTirTco'-^i-rr-r irTo^ 



mCOOCrHt-l^OU^-rft- 
C^OOOLOt^CTi':}* CM'-I 
iOr-iiOO3C0CM r-tt^ 



CO ■* O O CO OJ CM 
00 <M t- (M O CO CO 
't? CO 00 00 O t^ CO 

irfcM^i-TcT'*' 



10 I— I ,— ( 10 t^ CM ^ 
CO to O 00 10 03 o 
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O CO 

co^ocT 

00 CO 
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O CO 
^ CO 
03 00 



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>li 









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coQQ 






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fcOLONIAL AND LAKE TRADE, 



579 





I— 1 








• CM 

Jco" 


• oo 

• 005 
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t/5 

f— 1 
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• 1-H 
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|8^ 


• 

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• CO 

■ 10 
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• coco rH 
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CO 
CO 






17,903 

882 

1,410 




u 


• CO 

CO 

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CO 


• o> 














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r-l 


Iff 


^i 


CO 


• CM 














CO 


CO 












05 
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ciT 


S5 


I— 1 -^ o • 
CO lOi-H 1 




CO 1-1(5: -^OOO 

•<* (M to (M --H <X> 




rH to 00 00 




























1 

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CO 


^ 


Oi LO O 

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"3^1^^ 




s^^l 










^ 


















I— 1 

CO 
CO 

CO 


OOr-ttOOsfOOOOCCi 
CO-HCOi-Hi-llOCSfOOiO 
r-l GS! 0^t-^ff« ^ r-l r-l 03^ 

iO^'*' oo" 
I— 1 


•^ CO lOO 

lO CO to 00 ; 

r-Tco" ] 






coco 

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1000 


















C75 
CO 


(MOClCOtOOOrHOO 
to CM Cl O 

I— I T-l t— 


■<*Q0 crjoo 

OiO^tM . 
CO-^CM^ 

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CM 00 

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00 
CO 
CM 


c 
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c 
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I 

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a. 
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580 



ANDEEWS REPORT ON 



(D 

c 

o 

O 



o 



'S 



LO LO 00 t^ t^ 

CT> iJ5 O^ C5 I— < 



Ol CO I— I r- CO 
lO 00 to 



CO 



00 t- 

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rH lO 

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to 



CO en 

C75 00 

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C?00C? o 
CO 05 C3 G^ 
^00 O 03 



o coc: ■^ 

CO O iX> o 
00 O C^ I- 



O CO 
CO '^ 

ooo 



O CO 
00 CJ 
03 CO 



OiO o 
CO to o 
CO -^00 



CO^JO 

o t- ^ 



CO'^QOOOOOOO 

o cooj o ^o a> 

CO l>- rH Oi (TJ U5 



r-l 00 ■<* CO -^ O tlO 
t- 00 (M r-l ^ CO (M 

coo ca c* 



CO '^ CO o CO 
o CO 1-1 c^ o 

r-l CO CO Oi 

co'W!" co'o" 



1— I C<! ■^ -^ •* 

ifir-( 00 03 

o o ■<* t^ 



C? ooo 00 lO 
03 ■* O C<{ to 
CS! 03 -^00 CO 



CD 00 '^ t- O 
O i^-QO CO t- 
CO CO t-oo 



CnJ to CO 1-1 CO 
t^ O -rf t^ to 
cm CO coco 03 



to CO to o o 
I— I ^ CD 00 t- 
t' — i-iOOCQ 



O G^ 

c^o 

i-(CSf 



CO (TJ 
l^ 00 



■^05 
CO 1-4 
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to to 
CO -H 

00 c^ 



rH I— I CO J:^ to "* 
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coo 



t^cooo i 

CO CO CO ■ 
03 1-100 



05003 0? 

toco '* 



to to 

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53 P^ 



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0^ s? <" S'^"S,5'3 



COLONIAL AND LAKE TRADE. 



581 



■O "^ lO to 
CX)-^ lO 



.CO COO'* 
rHOO"* 
CO r-< 



to r-lt^ CO "-I 
00 CO O t^ • 00 
1-i "* «5tO . «D 



O -^ 
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■>*Q0 



co CO 

CM 



coto o 

CT5 05 iTi 
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uo "* C^ O 
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t-COODO 



C?SO 

o c- 
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O O5 00 
1—1 50 05 
CM 0(?i 



o coo-* 

■-lO o t- 

CO f^ o CO 



T-H-* ^ CO 
40 CO CjD CO 

■^ cot^ 



t- O '*' 
OSC^J CO 



OOCJO 
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0^*10 
t^ t-H CO 
r-lOCM 



C^ to CO 
00 -^ t^ 



OOCX) 

»o oj en 

to CO 



CM -^O 

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d to 1—1 CO 

■to i^- O 05 
lOi-fi-i 



(7^ 00 O^ CO CO CO 
O >— I C5 ■^ C5 05 
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«0 00 CO CO 

T-1t-(M 



i-H Oi C? rH O -^ 
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coco 

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pq 



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t^'TS o-i5.22^ >,-5 i« © 3 fl i3 3 



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o 



OHM 



582 



ANDREWS REPORT ON 



PP 



OO-^'-HOOG^CO^QOOOUSCOt^lOt^'-HCO'— I 

coc<joo>ocr)ioco>oaoot— (QOi—i.— (OOCDoi 



pq 



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-*cn^oc-cr30«r)i— looi— ii— icoi— ic^r-(oo 



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00 



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ANDREWS REPORT ON 



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S-1 



COLONIAL AND LAKE TRADE. 

No. 11 — Continued. 
DISTRICT OF PORTLAND. 



587 



Denomination and names of 

vessels. 


Masters of 

vessels. 


Ton- 
nage. 


No. of 
men. 


Value. 


o 

|i 
1* 


Amount 
of loss. 




None given.. . 
. * • . . .do 


49 85 
52 08 

51 21 
35 66 

52 29 
40 74 
87 56 


8 
10 

8 

6 
12 

8 
14 


$600 
800 

1,000 
600 

1,600 
400 
600 


None . . 
...do... 
...do... 
...do... 
...do... 
...do... 
...do... 


Total. 


Sphnnnpr WTnshino'tnTi ......... 


...do... 


S?phnnnpr Oplicrht in Ppapp. . . . . 


do 


...do... 




do 


...do... 




do 


...do... 




do 


...do... 


Schooner Caledonia .>.... 


..... .do. . « . . . 


...do... 










369 54 


66 


5,000 





DISTRICT OF BARNSTABLE. 



Denomination and names 
of vessels. 


Masters of 
vessels. 


Ton- 
nage. 


Number of 
crew lost. 


Value. 


o . 

11 


Amount 
of loss. 


Schooner William Gray . . . 


None given.. . 


57 08 
103 82 
47 76 
66 92 
82 20 

63 13 

64 22 
78 22 




$1,000 
3,000 
1,400 
3,000 
3,000 
2,200 
2,500 
3,000 




$1,000 

3,ooa 

1,400 


4 




do 




do 




3,000 
3,000 
2,200 
2,500 
3,000 


Schooner E M Shaw ..... 


do 


16 
10 
11 


Schooner Franklin Dexter. 
Schooner Hamilton . • • . 


do 

do 




do 




do 


2 




Schooner Melrose, and 
other vessels in this dis- 
trict, partial loss 


do 








5,000 


















563 50 


43 


19,100 




24,100 



DISTRICT OF PORTSMOUTH. 



Denomination and names 
of vessels. 


Masters of 
vessels. 


Ton- 
nage. 


Number of 
crew lost. 


Value of 
vessels. 


Value of 
cargo. 


Amount 
of loss. 


Schooner Ballerma , 

Schooner Banner 


None given.. . 


59 00 
33 00 
96 00 
66 00 
74 00 


8 

6 

13 

10 

10 


$1,600 

500 

1,500 

2,500 

1,500 


$900 
500 

2,800 
900 

3,500 


Total, 
do 


Schooner Burlino-ton 


do 


do 


Schooner Harvest Home.. . 
Schooner Wellington 


do 

do 


...do... 
do 


Schooner Oscar Coles 


do 


...do... 



















328 00 


47 


7,600 


8,600 


16,000 



588 



ANDREWS REPORT ON 

No. 11 — Continued. 
DISTRICT OF PASSAMAQUODDY. 



Denomination and names 
of vessels. 


Masters of 
vessels. 


Tonn- 
age. 


Number of 
crew lost. 


Value of 
vessel. 


Value of 
outfits. 


Total. 


SfTinnnpr AmPTiPa ........ 


None given. . , 


43 21 
46 61 
54 09 


9 

8 

None .... 


$700 

600 

1,200 


$400 
400 
300 


$1,100 
1,000 
1 500 




Schooner £liza. .••••••••>* 


• • • • « ado* • • ■ • • 










143 91 


17 






3,600 











RECAPITULATION. 



Districts. 


Number of 

vessels. 


Tonnage. 


Loss in dol- 
lars. 


Loss of 
life. 




9 
14 

7 
10 

6 

3 


629 49 
696 01 
369 54 
563 50 
328 00 
143 91 


19,366 
14,400 

5,600 
24,100 
16,200 

3,600 


24 


District of Penobscot. 


22 


District of Portland 


66 




43 


District of Portsmouth 


47 




17 






Tntal 


49 


2,730 53 


83,266 


219 







P. GREELY, Jr., Collector. 
Collector's Office, ' 

District of Boston and Charlestown, January 1, 1852. 



> 



COLONIAL AND LAKE TRADE, 589 



PART XIIL 



THE FRENCH FISHERIES AT NEWFOUNDLAND. 

The recent movements in France in regard to bounties on fish caught 
at Newfoundland, and exported to foreign countries, are singularly 
interesting at the present time, because it will be found, from what fol- 
lows, that the changes which take place during the present year in the 
allowance of those bounties are calculated to exercise a powerful effect 
on the deep-sea fisheries of the United States. Hereafter we are to 
have fish, caught and cured by citizens of France, entering our mar- 
kets, under the stimulus of a large bounty, to compete with the fish 
caught and cured by our own citizens. This altogether new and unex- 
pected movement on the part of France has already attracted attention 
and excited much interest among the fishermen of the New England 
States. As affecting an important branch of the industry of our people, 
this change in the policy of France will be reviewed somewhat at 
length, in order that the whole matter may be fully understood. The 
law of France which granted bounties to the sea fisheries being about 
to expire, the project of a new law was submitted to the National As- 
sembly on the 20th of December, 1850, by Monsieur Dumas, Minister 
of Agriculture and Commerce, and Monsieur Romain-Desfosses, Min- 
ister of Marine and Colonies. At the same time, these ministers sub- 
mitted to the National Assembly an able report on the deep-sea fisheries 
of France, and a variety of interesting statistical returns, translations 
of which are embodied herewith. 

It is set forth, among other things, by the Minister of State, that the 
bounties paid by France during the nine years from 1841 to 1850, 
inclusive, for the cod fishery only, had amounted to the mean annual 
average of 3,900,000 francs. The number of men employed in this 
fishery annually amounted to 11,500 on the average. The annual ex- 
pense to the nation was, therefore, 338 francs per annum for each man. 
France trains up, in this manner, able and hardy seamen for her navy, 
it is said, who would cost the nation much more if they v/ere trained 
to the sea on board vessels-of-war. 

The proposed law and report of the ministers of State who intro- 
duced it having been submitted to a committee of the National Assem- 
bly, a report thereon was presented by Monsieur Ancet, the chairman, 
on the 3d day of May, 1851, a translation of which is as follows : 

Report rendered in the name of the commission for the inquiry into the 
projected law relating to the great sea fisheries^ by M. Ancet, representative 
of the people. Session of May 3, 1851. 

Gentlemen: The commission to which you intrusted the examina- 
tion of the projected law in relation to the great sea fisheries, presented 



§90 Andrews' report on 

by the Ministers of Marine and Commerce, has devoted itself to the 
said examination with all the attention which its importance demanded. 
It has heard delegates from ail the ports out of which the vessels are 
equipped. It has consulted the attested reports of the remarkable dis- 
cussions held by the Counsel of State, as well as the deliberations of 
the commission formerly appointed, under the honorable Mr. Duces, its 
president; deliberations which served — if one may so speak — as the 
basis for this project ; and to conclude, it is only after coming to a per- 
fect understanding with Messieurs the Ministers of the Marine and 
Commerce, and the Director General of Customs, that we lay before 
you the result of our labors. 

Your commission, messieurs, has not thought for a moment that the 
encouragement granted to the great fisheries can be regarded as any 
exclusive favor or protection to any one form of industry. Unquestion- 
ably, the industry exerted in the fisheries, and the commercial activity 
arising from it, becomes a very considerable element of employment 
and comfort to a numerous class of people, but this consideration ap- 
pears to us entirely secondary and insufficient to justify the favors of 
especial legislation. 

We conceive that such industrial employments as can prosper only 
at the expense of the public treasury should not exist ; and that the 
intervention of the State, in the form of aid and bounties, can be justified 
only by considerations of general and public interest. It is not, there- 
fore, a commercial law that we have the honor to propose to the As- 
sembly, but rather a maritime law — a law conceived for the advance- 
ment of the naval power of this country ; for it is in this point of view 
only, that, in our opinion, the encouragement granted to the great fish- 
eries ought to be maintained. France, seated on the three most im- 
portant seas of Europe, must continue a maritime power. The mem- 
ory of her history, the genius of her inhabitants, the variety of her 
productions, the easiness of her communications with the rest of the 
continent, and, yet more, the interests of her greatness and of her pre- 
ponderance in the world, command this. 

Nevertheless, the loss of her most magnificent colonies has occa- 
sioned irreparable injury to the commercial marine, which is an essen- 
tial element of naval power. Treaties, which became inevitable in the 
course of time, have successively robbed her of the most valuable ob- 
jects of freight. Cotton belongs to the Americans, coal to the English ; 
and at the present moment, the shipments of sugars, our last resource 
for distant navigation, seems to be daily growing less and less. 

The great fisheries still remain to us; and in order to preserve them, 
we must continue the encouragements they have received, even at pe- 
riods when a commercial and colonial prosperity, infinitely superior to 
that now existing, multiplied our shipping, and created abundance of 
seamen. It is on our fisheries that at this day repose all the most seri- 
ous hopes of our maritime enlistments. 

In fact, the fisheries give employment to a great number of men, 
whom a laborious navigation, under climates of extreme rigor, speedily 
forms to the profession of the sea. 

No other school can compare with this in preparing them so well, 
and in numbers so important, for the service of the navy. 



COLONIAL AND LAKE TRADE. 591 

Thus it appears from the crew hsts of our marine, that the average 
numbers of men employed by the one hundred kilogrammes of tonnage, 
in commercial vessels, are as follows : 

For long coasting = — - — 6 men. 

For foreign voyages 8 " 

For short coasting 11 " 

For fishery on the Grand Banks 13 " 

For fishery at Iceland 17 '' 

For fishery at St. Pierre and Miquelon 18 " 

For fishery on the coasts of Newfoundland 30 " 

These figures clearly prove the considerable share which cod-fishing 
bears in the development of our maritime enlistments. If it were ne- 
cessary to confirm the fact yet more strongly, we should say that table 
No. 2, appended to this report, estabhshes that the increase of the 
maritime population in the districts in which these vessels are fitted 
out has been, on the average, during the ten years under the prevalence 
of the law which we call upon you to maintain, not less than twenty- 
six per cent. ; whereas, in the other districts the progress has not ex- 
ceeded fourteen per cent. 

England, notwithstanding the immense resources of her insular posi- 
tion; the United States, where fisheries are both economical and easy, 
inasmuch as they are carried on upon their own coasts, and Holland, 
had always favored this description of shipping, and have proportioned 
their encouragement to the chances of profit or loss, as they appeared 
to predominate. 

Less than any other maritime nation ought we to refuse support to 
this admirable school for our seamen, for the French shipmasters are 
at present in a condition very inferior to that occupied by their rivals. 

There was a time when France possessed all the principal fishing 
grounds in Acadia, Canada, Isle Royal, the isle of St. John, and 
lastly Newfoundland. The treaties of 1713, of 1763, of 1783, and 
finally of 1814, have reduced our possessions in those seas to the two 
islets of St. Pierre and Miquelon ; that is to say, of two sterile rocks, 
destitute of all resources, and on which we are forbidden to raise any 
fortifications. 

The same treaties reserve to us the right of fishing along the coast, 
but only at determined points and distances. We are only permitted 
to establish ourselves on the northern part of Newfoundland during a 
few months of the year, and that without constructing any permanent 
habitations. 

Thus, while the English are in exclusive possession of the best fish- 
eries — while they are enabled to found numerous permanent habita- 
tions on the southern coast of Newfoundland, favored by the mildness 
of the climate and the fertility of the soil — our fishers are obliged to 
carry out with them yearly, to the north shore, salt, fishing utensils, 
materials for the construction of places for shelter, and, in a word, all 
that is necessary for subsistence and for the operations of the season. 
That portion of Newfoundland is, moreover, as the honorable Mr. 
Ducos observes, in reporting the laws of 1841, uncultivated and sav- 
age ; its climate is stormy and severe ; its waters far less fruitful in 



592 

fishes. As regards the Americans, we have already said that their 
fisheries are easy and economical along the vast range of coasts they 
possess, near the most favorable fishing grounds. 

The consequences of such inequality in position can be readily ap- 
preciated. On all sides, the cod taken in the English and American 
fisheries can be sold at prices greatly inferior to the rates for French 
cod; and the great marts to which we carry our productions will be 
very soon closed against us, if we do not counterbalance the disadvan- 
tages of our situation by means of prudently considered encouragements. 

Your commission, gentlemen, has shown, then — 

1. That commercial navigation having lost its best elements of trans- 
portation, the preservation of the great fisheries assumes a degree of 
importance more serious when they are viewed as being in fact the 
nursery of our military marine. 

2. That the increase of the enrolment for the navy arising from the 
vessels used in the fisheries, has justified the hopes which induced the 
legislation to impose certain sacrifices on the treasury. 

3. That in the disadvantageous position to which the treaties have 
reduced our shipmasters, the fisheries can be maintained only by 
means of encouragement which will in some degree diminish the ad- 
vantages possessed by our rivals. It remains to examine what has 
been the importance of the sacrifices to which the State has submitted, 
and to consider whether we may look for results proportionate to the 
assistance asked for from the new clauses of the proposed law. 

BOUNTIES ON VESSELS FITTED OUT. 

We fish for cod — 

On the Grand Bank of Newfoundland ; 

On the shores of the same island ; 

On those of the isles of St. Pierre and Miquelon ; 

In the Icelandic seas ; 

And on the Dogger Bank. 

We fish with or without drying. 

Fishery without drying is carried on in the Icelandic seas, on the 
Dogger Bank, and on the Grand Banks of Newfoundland. The fish 
so talien is salted on board the fishing vessels, and each vessel brings 
it to France as soon as the cargo is completed. This is the green 
codfish^ which is consumed entirely in France. This description of 
fishery employs far fewer men than the fishery with drying, and yet 
its returns are far more abundant. Fishery with drying is practised 
on the Grand Bank of Newfoundland, on the shores of that island, and 
on those of the isles of St. Pierre and Miquelon. 

The cod there taken is dried on shore, either at St. Pierre and 
Miquelon, or on those coasts of Newfoundland where that privilege is 
reserved to us. This day, cod is not sparingly consumed in France. 
It is principally exported, with the aid of bounties, to French colonies 
and foreign countries, either directly from the fisheries by the fishers 
themselves, or by transhipment from France. 

It appears from the official tables which have been furnished to us, 
that during the period from 1841 to 1849 the returns of the French 



COLONIAL AND LAKE TRADE. 593 

fisheries have been annually, on an average, about 44,000,000 kilo- 
gi'ammes : of this gross amount, 27,000,000 have been consumed in 
France, 17,000,000 have been exported to the colonies or to foreign 
countries; and that the exportation has been made in nearly equal pro- 
portions iiom the seats of fishery and from the ports of France. Thus 
about two-fifths of the returns of our fisheries are yearly exported to 
markets from which the competition of our rivals would ver}^ soon ex- 
clude us, were it not for the aid afforded by means of bounties ; for 
the prices of the English and American cod must always be low^er than 
the rates of our fish, owing to the diflferent positions in which we are 
placed. We shall proceed to show that, should this be the case, and 
this exportation be stopped, our equipment of vessels for the fisheries 
would be reduced to a most insignificant number, and our enrolment 
.of seamen would be deprived of one of its most precious resources. 
The encouragements given to the cod fishery are divided into bounties 
on the number of men in every crew, and into bounties on the exporta- 
tion of the produce, counted by the quintal of cod, but the amount of 
bounty varying according to the destination of the cargoes. 

It follows that the bounties on the crew are beneficial to the vessels 
employed in both kinds of fishing — that with, and that without drying. 
The average annual amount of bounties to the crew ibr the last ten 
years has been 530,000 to 540,000 francs. 

The bounties on exportation apply only to the 17,000,000 kilo- 
grammes exported, whether to our own colonies or to foreign countries, 
and have amounted, on an average of years since 1841, to 3,800,000 
francs; thai is to say, during the nine 5^ears elapsed since 1841, the 
expenses of the State on the cod fisheries have annually reached the 
average of 3,900,000 francs. 

The cod fisheries employ 332 vessels, 47,000 tons burden, and 
manned, according to the government returns, by 11,500 men. Each 
of these men, therefore, is an annual charge on the nation of 338 francs. 
But it has been said that if the bounties paid on the exportation of fish 
were discontinued, the fisheries necessary for the provisioning of France 
itself would still remain; and it is, in reality, for only about one-third 
of the produce of our fisheries that the budget is charged yearly with 
so heavy a sum. It is not, therefore, 12,000 sailors, but the third part 
of that number, which costs us three millions. 

Messieurs, this reasoning has been seriously discussed by your com- 
mission, and it appears to us that it is actual^ the 12,000 fisher sailors, 
and not the third of that number, who profit by the sacrifices of the 
treasury. In fact, the operations of the fisheries are indivisible, and 
form a single whole. It is the elasticity given by exportation to the 
price in our markets which alone induces the fitting out so many ves- 
sels. Is it not true, if the bounties did not aid in the shipments to the 
colonies, and to foreign ports, of a considerable proportion of the pro- 
duce of the fisheries, those external markets Avould be closed against 
us, and that consequently thereupon the French markets would be em- 
barrassed, and prices lowered ? 

The consequences which must follow from such a state of things can 
be easily foreseen. The produce of the fisheries selling m France only, 
because all exportation would ])e impossible, two-thirds of the outfitt 
38 



594 Andrews' report on 

would cease. It may be said that there would be even a greater 
reduction than this, and that France, after the loss, too great to be ap- 
preciated, of a large part of her naval enrolment, would have either 
to pa}^ very dearly for French fish, or else admit forei,2:n cod. 

As we have observed, messieurs, the fisheries without drying, the 
nperations of which are more simple and the returns larger, employ a 
much smaller number of sailors. But, again, the vessels in use for this 
purpose employ only the actual number of hands necessary for the navi- 
gation of them ; and it may be said of this fishery, that if it prepares 
fewer men for the sea, \i forms better sailors, the elite of the navy. It is 
pursued principally on the Grand Bank of Newfoundland, and in forty 
fathoms of water. The vessel lies at anchor, and sends out her boats 
every day, in the heaviest seas, to set, and again tal^e up the Imes. Of 
all kinds of fishery it is the rudest and most exposed. 

It would seem at first that the encouragements given to it should be 
equal to those given to the fisheries with drying and the island fish- 
eries, since, on the one hand, its products are abundant, and more capa- 
ble, owing to their quality, of sustaining competition against foreign pro- 
duce ; and on the other, it furnishes excellent sailors for the naval 
levies. But to the powerful considerations of economy which have 
continually governed us, and led to reduce rather than exceed the 
amounts of the encouragement given in past times, is added this reflec- 
tion — that the law cannot adopt as its end the encouragement of the 
trade in codfish. This branch of industry, as we have already stated, 
could have no title above any other to require sacrifices on the part of 
the state, if it did not, in a very advantageous proportion, augment the 
number of our sailors. In this point of view— the only one which can be 
admitted by the legislat<3r — that fishery which furnishes the most sail- 
ors is that which best justifies the highest encouragement. Now, the 
fishery on the Grand Bank, without drying, is the best school for sailors ; 
but it is incontestable that the fishery on the coast of Newfoundland, as 
well at St. Pierre and Miquelon, offer a readier and more efficacious 
means of recruiting the nav}^ As to that which is carried on upon the 
coast of Newfoundland, with drying, the bounties on the outfit which 
it enjoys have not been altered since 1816. It has always been fixed 
at fiity francs per man for each of the crew. The law, moreover, im- 
poses on all vessels fitted out with this destination, the obligation of 
embarking at least twenty men in every vessel of less than one hundred 
tons burden; thirty men for a vessel from one hundred to one hundred 
and fiity-eight tons; and fifty men for a vessel from one hundred and 
fifty-eight tons upward. It is this fisher}^ which employs the largest 
number of vessels, and which is most favorable to enlistments. In it, 
young men from filteen to eighteen years, who otherwise would never 
have thought of navigation, go on board as cabin-boys or green-hands, 
and make several vovages. They are employed in the woik ashore, 
and in drying the fish. The second year they go out in the fishing 
boats every morning, and return every evening ; by this means they 
are formed gradually to continued navigation. Atier three years, these 
young men, if they have passed the age of sixteen years, are classed, 
and belong for the remainder of their lives to the maritime lists. 
Beyond question, these recruits who so largely swell our lists are, at 



COLONIAL AND LAKE TRADE. 595 

first, but very imperfect sailors; there are even some who, after the 
three voyages required previous to bemg entered on the lists, give up 
the sea as an emplo3^ment; but the number of these is much smaller 
than has been stated. And is it not evident that our population on the 
sea-board would enter less readil}' upon the career of seamen, if, in 
place of the excitement and interest which their engagement in the fish- 
eries offers, they had no prospect but that of embarking in the vessels 
of state ? 

The government proposes to you to continue the bounty of fifty 
francs a man for the crews of vessels employed in the fisheries, with 
drying, whether carried on upon the coasts of Newfoundland, at St. 
Pierre, and Miquelon, where the conditions and method of fishing are 
analogous, or upon the Grand Bank. We have alluded to the difficult- 
ies of this mode of fishing, even when it is prosecuted without drying 
the fish caught. 

We give entire approbation to these propositions. 

The bount}^ on the fishing without drying in the Icelandic seas, is 
fixed at fiity francs per man for each of the crew, since the law of June 
25, 1841. We have retained this also, on the recommendation of mes- 
sieurs the Minister of Comixierce and the Marine. No fishery, in truth, 
is more suitable for the formation of intrepid sailors. On the coast of 
Newfoundland the ship is laid up and dismantled; on the Grand Banks 
it is at anchor; in Icela'nii it must needs be under sail among floating 
ice, and on a sea continually stormy and agitated. The fishing is prac- 
tised with hand- lines, from a hundred to a hundred and fifty fathoms 
in length ; the fish, instead of being sailed in bulk, is prepared and 
salted in tuns brought from France. The cod coming from Iceland are 
not dried ; this fishery onty furnishes the green cod consumed in 
France, and thus it receives no benefit on the bounties for exportation. 
The number of vessels fitted out not having increased of late j-ears, it 
is reasonable to conclude that the pi'ofits of this fishery are not consid- 
erable. 

Six vessels only have been sent to the Dogger Bank since 1841. We 
retain the bounty of 15 francs per man for each of the crev/, which is 
given to this fishery, carried on in the North sea. 

Bounty on the jiroduce of tlie fisheries. — According to the law of 1841, 
the bounty on dry codfish sent to the French colonies, whether from the 
place where the fish is caught or fi"om the warehouse in France, is fixed 
at 22 francs per quintal. The law proposes to reduce this amount to 20 
francs per quintal; and w^e approve the reduction. The same law of 
1841 assigns a bount}^ of 14 francs the quintal to all codfish sent into trans- 
atlantic countries. A decree of August 24, 1848, raised this bounty to 18 
francs. The present project proposes to render it equal to that accorded 
to fish sent to the French colonies. We believe this new proposal to 
be wisely conceived, and likely to produce very beneficial effects on 
our fisheries. In fact, the diminution of tv/o francs per quintal in the 
bounty on exportations to our colonial possessions, together with an 
augmentation of two francs in favor of exportation to foreign transat- 
lantic countries, will tend to open new foreign markets to us, at the 
very moment when tiie pohtical and commercial situation of our colo- 
nies leads us to apprehend a decrease of their ordinar}^ consumption. 



596 ANDREWS' REPORT ON 



The sacrifices on the part of the treasuiy will not be augmented ; for a 
considerable quantity of codfish was re-exported from our colonies, 
after having enjoyed the bounty of 22 francs. The shippers would no 
longer have an interest in overstocking our colonial markets with their 
produce, since the bounty will be no higher when sent there than when 
sent to Cuba or Brazil; and, at the same time, the exemption from all 
duties in our colonies guaranties that they wdll always be sufficiently 
supplied. 

The prohibition to send codfish to ports at w^hich there is no French 
consul forms part of the law of 1841. In order to prevent abuses, the 
shippers are obliged to furnish a certificate proving the good quality of 
their fiah, and its exact w^eight. It is important ^o the interest of the 
treasury that these certificates should be made by a government officer, 
who would be under the influence of responsibility not felt by men 
completely unconnected with the administration. There is, moreover, 
no port of any consideration at which there is not a French consular 
agent. 

This commission has considered it its duty to admit our colonies on 
the western coast of Africa to the benefit of the same bounties accorded 
to the West India colonies, and has especially had Senegal in view — a 
colony too often overlooked and forgotten. The government has accept- 
ed this addition to the proposed law. 

The present project establishes the bounty of 16 francs on exporta- 
tions to European countries and to foreign States on the Mediterranean, 
which the law of 1841 had estabhshed at 14 francs, and a decree of 
1848 had raised to 18 francs. This reduction in favor of the treasury 
we do not consider likely to militate against our exportation to those 
countries. In concurrence with the government, we include Tuscany 
ill this category ; but we except from it Sardinia, where ancient and 
well-assured relations permit us to reduce the protection to 12 francs. 

Upon the w^hole, messieurs, the scale of bounties which we above 
propose to you promises the treasury a saving of 300,000 francs, pro- 
vided that, in spite of our fears of its decrease, our exportations of cod- 
fish remain equal to what they have been during the last ten years. 

The second article of the proposed law retains the obligation that 
ea.ch vessel shall have a minimum of crew proportioned to the size of 
the ship. This measure, v/hich was established in 1832, on the request 
of the shipmasters themselves, is at once preservative of their interests 
and those of maritime enlistment, the essential object of all the protec- 
tion to the fisheries. 

The Minister of Marine has declared to us that the minimums ap- 
peared to him to bo judiciously regulated, and that there was no neces- 
sity for modifying them, the administration having had, thus far, no 
reason to complain of any abuses. The commission has therefore ap- 
proved the minimums as they are now establisLied, adding, that if, in 
the course of the term which you propose to fix for the duration of the 
law, the necessity of augnienting them shall become evident, the gov- 
ernment shall have the power to provide for their increase. 

The vessels sent to the fisheries without drying, having salt on board — 
that is to say, in Iceland and on the Grand Bank — are never subjected to 
the ordinance respecting mioimuras; ihey embark at their own pleasure 



1 



COLONIAL AND LAKE TRADE. 597 

such number of men a^ their crew as they deem advisable for navi- 
gating and fishing. Their crews are less numerous, because they have 
no need, like the vessels fishing on the coast, to employ hands in the 
operation of drying fish ashore ; but all the men being mariners, all 
contribute alike to the naval enrolment. These vessels are compelled 
to bring back to France the entire produce of their fisheries. Several 
ports on the channel, which fit out especially for the fisheries without 
drying, have many times complained of the absolute prohibition to sell 
anyj)art of their cargoes at the seat of the fislieries, or to store them at 
St. Pierre, in order to be forwarded thence to colonial or foreign markets. 
It is understood that the object of this prohibition is to disallow the 
great bounty (formerly 22 francs, henceforth 20 francs) to vessels, which, 
not being subject to the regulations respecting a minimum number of 
crew, do not contribute so largely to the naval enrolment. It may be 
observed, on the other hand, that these vessels form the best sailors: 
and there are circumstances under which the absolute compulsion to 
bring back the produce of their fishery to France may prove ruinous to 
their operations. 

Messieurs the Ministers. of Commerce and the Marine have enter- 
tained this view of the case, and have stated that it is the intention of 
the government to grant the liberty desired, under certain conditions, 
which will prevent the abuses that might otherwise creep in. Your 
commission proposes to 3^ou to provide by law that a regulation, made 
and published by the government, shall declare under what circum- 
stances the warehousing of fish at St. Pierre shall be permitted, and 
the conditions which shall regulate warehousing. The fishery at the 
Grand Bank, without drying, decreases under the bounty of 30 francs. 
Not being able, however, to ask further sacrifices of the treasury, we 
wish to reanimate the outfit of these vessels, which it is so important 
to preserve, by other means. The third article stipulates that the 
bount}" on the crew shall be paid but once during the season, even if 
the vessel should make several voyages. This wise disposition pre- 
vents the possibility of having the same men counted twice in the same 
3^ear. This same article prohibits the payment of the bounty to any 
men but those who have arrived at the maritime enrolment through tlie 
gradations required by law, or to those w^io, having been inscribed 
therein, conditionally, shall not have attained the age of twenty-five 
previously to the date of sailing. 

The men who have passed the age of twenty-five without being 
classed — that is to say, without having made three voyages — are less 
easily trained to the habits of the sea. The profession of a mariner is 
one which must be adopted v/hile young; and if the bounties were ac- 
corded to men of above twent3'-five 3^ears, and not classed, the law 
would fail in one of its most important ends — that, namely, of creating 
a class of men especially suitable for enrolment in the navy, It is 
right and fit, therefore, that the projected law should exclude such men 
from the receipt of the bounty. 

The fourth article requires that, in order to obtain the bounty, the 
cod shall be in fit condition for consumption as food. This provision of 
the law cannot but obtain general approl)ation. The fifth article admits 
simple coasters to the right of carrying codfish, and receiving the boun- 



598 

ties allowed on the exportation of the same to ports and markets. This 
right is accorded by the laws now existing. At present the law permits 
every mariner who shall have made five fishing voyages on the coasts 
of Iceland, the two last as an officer, to be deemed capable of com- 
manding a fishing vessel in the same seas. 

The sixth article of the government project abrogates this privilege, 
and reserves the command of such vessels exclusively to captains in 
foreign voyages, and ttie masters of coasters ; this provision to date 
from January 1, 1852. The chamber of commerce at the port of Dun- 
kirk, where vessels are speciall}^ fitted out for the Iceland fishery, has 
protested strongly against this provision. Its adoption — so they say — 
would act runinously on the Iceland fishery. Of one hundred and 
twenty vessels annually sent to sea, fifteen, at most, are commanded by 
the masters of coasters, who quit that hard and laborious navigation 
when they find an occasion to take command of merchant vessels. In 
truth, il is our opinion messieurs, that the difficulties of the Icelandic 
fisheries require practical experience, and the endurance of privations 
of all kinds to which mariners, who have become masters of fishing 
craft, are accustomed from their childhood, and we are of opinion that 
it is not advisable to deprive these devoted and gallant men of the hope 
of reaching a station which more experienced mariners are for the most 
part indifferent to acquire ; and in order to reconcile the security of 
navigation with the facilities required by commercial interests, and 
asked for by a whole class of sailors, we propose to you to suppress all 
conditions with reference to date, and to add to the first article these 
words : " if he shall prove himself to have such knowledge of his pro- 
fession as will be sufficient for the security of navigation." A ministe- 
rial decree of 1840 has already made an examination of masters of 
fishing vessels obhgatory ; the new law will only confirm, by rendering 
legal, a usage already established. The fourth article reproduces the 
provisions of the twelfth article of the law of April 22, 1832, adding 
to it a provision by w^hich the government will have the power of fixing 
the period daring which each vessel shall remain on the fishing grounds. 

Your commission is of opinion that it is advisable such periods should 
be lawfully determined ; but while admitting the article, it desires that 
such period should be so limited as to throw no obstacle in the way of 
the fisherman's operations, in regard to the bounties. 

SECOND HEAD. 

The second head of the project presented b}^ the government relates 
to the salt to be used in the fisheries. 

Your commission, messieurs, has carefully examined the provisions 
under this head. It has examined many individuals representing the 
manufactures of the different kinds of salt, and several delegates from 
the outfitters of vessels interested in the matter ; and, after mature de- 
liberation, the commission has come to the opinion that, pending the 
existence of a special inquiry into the manufacture of salt, with which 
a committee by you appointed is at this moment engaged, it is our 
dut}^ to strike out of a special law on fisheries, any propositions which 
might thereafter be modified by general legislation. We limit our- 



COLONIAL AND LAKE TRADE. 599 

selves, therefore, to affirming the legislation which actually directs the 
use of the various kinds of salt to be employed in the curing of codfish, 
without anticipating, by any particular definition, the final conclusion 
at which the Assembly may arrive in regard to salt. 

We are the more convinced of the propriety of holding ourselves to 
this reservation, since the government has declared to us, since the 
presentation of the project, that it was its intention to strike out the 
exemption which the — — - article seemed to insure to the codfish im- 
ported into France from the fishing places, and that it shall be neces- 
sary to prove, as well for such fish as for that exported to the colonies 
or foreign markets, that it was cured with salt of French manufacture, 
or with salt which had paid duty as at present. 

The second head is, therefore, merely a re-enactment of the law of 
1848, which is useless. "But you will agree with us, messieurs, that if 
the existing legislation on the character of the salt should be modified 
unfavorably to the cod-fishing interests, the scale of bounties which we 
have calculated on deductions from facts now existing, must be estab- 
lished proportionably to the reduction which the augmentation of the 
duties of salt ma}^ occasion. 

Upon the foregoing report the National Assembly of France passed 
the law therein mentioned on the 22d July, 1851, which was officially 
pubhshed on the 22d August last. 

This law provides that from the first day of January, 1852, until the 
30th June, 1861, the bounties for the encouragement of the cod-fishery 
shall be as follows : 

BOUNTIES TO THE CREW. 

1. For each man employed in the cod-fishery, (with drying,) whether 
on the coast of Newfoundland, at St. Pierre and Miquelon, or on the 
Grand Bank, 50 francs. 

2. For each man employed in the fisheries in the seas surrounding 
Iceland, without drying, 50 francs. 

3. For each man employed in the cod-fishery on the Grand Bank, 
without drying, 30 francs. 

4. For each m,an employed in the fishery on the Dogger Bank, 15 
francs. 

BOUNTIES ON THE PRODUCTS OF THE FISHERIES. 

1. Dried cod, of French catch, exported directly from the place 
where the same is caught, or from the warehouse in France to French 
colonies in America or India, or to the French establishments on the 
west coast of Africa, or to trans-atlantic countries, provided the same 
are landed at a port where there is a French consul, per quintal met- 
rique, equal to two hundred and twenty and a half potinds avoirdupois, 
twenty francs. 

2. Dried cod, of French catch, exported either direct from the place 
where caught, or from ports in France, to European countries or for- 
eign States within the Mediterranean, except Sardinia and Algeria, per 
quintal metrique, sixteen francs. 



600 Andrews' report on 

3. Dried cod, of French catch, exported either to French colonies in 
America or India, or to trans-atlantic countries, from ports in France, 
without being warehoused, per quintal metrique, sixteen francs. J 

4. Dried cod, of French catch, exported direct from the place where ■ 
caught, or from the ports of France, to Sardinia or Algeria, per quintal 
metrique, twelve francs. 

BOUNTY ON COD LIVERS. 

5. Cod livers which French fishing vessels may bring into France as 
the product of their fishery, per quintal metrique, (twenty francs.) 

From the foregoing state of bounties, it will be seen that there are 
some grounds for the fears entertained by the fishermen of New Eng- 
land, that the cod caught by the French at Newfoundland will be in- 
troduced into the principal markets of the United States, with the ad- 
vantage of a bounty of tv/enty francs on the French quintal metrique, 
which is two hundred and twenty and a half pounds avoirdupois, very 
nearly equal to two dollars per American quintal of one hundred and 
twelve pounds — a sum almost equal to what our fishermen obtain for 
their dried fish w^hen brought to market. 

In order to show the extent to wliich the French prosecute their deep- 
sea fisheries, the folio v/ing returns are presented. They are translations 
from the official returns annexed to the report of the commission of the 
National Assembly, and have, therefore, the highest official authority. 



COLONIAL AND LAKE TRADE. 



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crs c>j o —' ^ CO 

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c:) t-- o o CO 00 

l-~ lO CO t^ CD Oi 
■^ f-( CJ CO CD C^i 

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CO to 00 C'^ ->^* -^ 



to CO CO 



•«* "^ r-( 
to C^ CO 

coo:) CO 



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CO >— I i-H 

•^ o to 



t- Ci CO 
to CO c^ 

c<i cv T-i 



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a; t- -^ 



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00 00 00 



602 



ANDREWS REPORT ON 



No. 2. 

The account of the sums paid as bounties to the crews of vesseh employed in 
the cod fishery of France in the years 1842, 1843, 1844, 1845, 1846, 
and 1847. 



Place of fishery. 


1842. 


1 

1843. I 1844. 

1 
1 


1845. 


1846. 


1847. 


Coast of Newfoundland. . 
St. Peter's and Miquelon 
Grand Bank, (dried fish) 
Grand Bank, (green fish) 
Iceland. .••••.....•••«. 


Francs. 

323,650 
10,450 
89,250 
51,780 
51 200 


! 

Francs, i Francs. 

307,850 1 311,500 

9,600 ! 17,500 

66,250 63,450 

58,410 ! 49,320 

6-^ 950 i 75.600 


Francs. 

333,500 

3,050 

82,400 

43,410 

66,150 


Francs. 

333,300 
2,550 

107,000 
42,360 
72,900 


Francs. 

369,900 
3,300 

102,600 
35,520 
72 700 






'360 


...:.:::.. 


'l35 


Total 












526,330 


505,420 


517,370 


528,510 


553,110 


584,155 



Francs. 

Annual mean of above six years 536,649 

Do preceding period 485,190 



Total paid in the year 1848 531,110 

Do do 1849 505,275 

Do do 1850 554,730 



Annual mean of eight years-— 1842 to 1849 532,035 



COLONIAL AND LAKE TRADE. 



603 



CO 






o 

00 









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•'^ 00 
CO ?ri 



I 



% 









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i 


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.-1 a:! CO 'JO <x> cs> — 1 LO CO >o 




i 

B 

Q 

d 

1 


3 



r-iO-*00>0':*COtOC50'*' 
OCOt-iOOO^t-OLO-^iO 

'^^ -^ Cf 0" i>^ ^ cf CO -^ rH^o" 




Seamen. 


OOOi-ltO-HlOCOCO-^t- 

1.0 en X) cs? ^ 00 lo 00 CO en 
cnr— iioiooococ^cocoio 

CO "^(^To^r-^co CO C\! •* r-i 00 




UO 




COr-HC-iCOO'-Hr-IOOCOCD^ O 
— ' r-l CO -^ r-l CM cr^ r-H 0^ QO^ 


puB 




000>-H-^CM-HCN!(7J>000 
CO 10 -^ -^-^ OJ t- CO CO t^ CO 

r-H 1-^r-H ^ ^ CO 


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^ioe: 



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cncococoGCo-^coooocn 

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coocncokCOOQOC^i— ico 

OCOC^-<^G^— 'OOCMOt-CO 

Cioouococoiooooi— (cn 



i.o 00 t- 00 00 c^ Lo -=i< en 00 CO 
lor-toco-^^cocouoooco 
occcnr-H,— iioMCni— i-<:ri-=}< 

i-Tr-T '^ CI I— ' 1— ( r-H CO 



C3GMencocooo-*-^ot- 
cnt-coxxrscn'-t'— icnooo 

OOOuO'-HiOCMC^O'^'*'*' 



cO'*(^jot^cocoro'^'-to 



■rt<00COCMi:->— (cocnot^o 
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QOCn-^i—fCOCTlCOt-CJCOiO 



cococMajr->oooG^-^i— iGO 






lO-^co-^cncnt^uo-^coo? 
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'rt<-rj<a5— icooocot^cot— >— I ,_ 
coioio^'— iLOoococ^cocQ \ en 

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6H 



Andrews' report on 



^3 

CD 



CO 

6 



'I-Bjo; |B.Taua{3 



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■^c^iot-ooor-ic^Or-ias 



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CJS O "c** iO l-^ CO O O ^C £-- O 

coc^a)-^ooc5-<*'coococo 



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'#CMCOC^t~OrHOCOUOCO 
OOOUOOvrSl^OrHOrHtO 



cocstoocn-HOO'-icscriC^ 

COCOC-JLO-^-OOOOC-—^?^ 
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COLONIAL AND LAKE TRADE. 



605 



■{T^o; pisuaf) 



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I 

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o o CJ (>j oj ^ ^ t-' -* o r- 



O5Ci00C0CO-«:}'r0'-~li-^CO03 
>— I lO c^ 1— I I— I T-* '— I c? 






'C^(Mt^COCr}fi:)Tj<i— I- 



.— iiOO00COOl--l:^0Cait^ 

•=* "^ !?J r- 1 Ir-^tO Cn> f^ -n^ tr-ToT 



>-> r-l Cr? l-l .-*: '^ i-l CO Ci rl r-l 









O C5 lO C5 C-} ■ 



ocoot-oocooot^r-co 

OsC^l-CO-^OOOi— it-i— It- 
■— ( C? f— I 1-1 »— I rH CO 



toa5"<*t-«5coot^o<cr>io 

ocr300ot--coocQ'-<i.'jT-( 

nH^i-T •^cfr-rT-Tr-rr-r eo" 






TTT'^C-^rHt-r^'^CO-fl'rH.— I 



rH t- lO r-l CT3 O C*. r-i C; CO O 
C-i t- t- 00 »0 »0 Cn I— I CO "sf CO 

't}<-<*'!r<ot-cocofO'^'— ici 



»-tti0O>O— it-iO'— liOCNO 
T-HT-iC^.-tCO"^'-HCOC-5'— irH 



t-lO-^t^rHCOCOr-ICDt-CT) 
OCO<r5COOOr-<t-C5(?5t— CTJ 
'*OJ>^t-ao.--<r-ii:--Oi-iOO 



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tyj 



c > 

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606 



ANDREWS REPORT ON 



•[■B^oj ^-Biauaf) 






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o 



CUES 



toGOr-iocritoaiu^c^^crj 

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loocrsco'-ic^r-iaioioco 



-^loc^joococ^-cfcoin'— 1(7^ 



oorocQrHCO'-HioQOcrsao'* 



-*'*'C^C-}t^CO-^CO"*f-<0 



i-H"!ri<C0C0l0O00r-IC0-010 
1— (r-HC^G^Crj^i— iCOOJt— li— 1 



•sjojid J9:j 

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c<!QOcooocr)ai-r:;'*cscr5-* 

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I— ICX)COCOCO-*(^!C:)OOOI^ 
lO OC' 'O t- -^Ti -^ — ' (7^ ■<r' O CQ 



coooco— i->*oo"^ooaiQO(r5 

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crir-iooco— i-^ro-^c^t^i— I 

cf CO cfTr-rr-rr-rr-r <n 



oooooooocoo'*cr3cr5!:^ 
cri-— cocT)'— icri'«*'c~CD-^OJ 

■^ I—I C5 CO t-H O r-< t^ Ol lO 00 



■«i<iOC^CQ00t-'*CO'*i— !■ 



c^-<*a5co-*cY50Qoa3COi:^ 

QOCO<>fl^'*CD'<*'>r50(7^Cn 
COCTit^iOt— COC3'«^I^-<*CO 



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cocDos-^'^iroococDcoo 
1-H -rf o —I r- c^ c — I CD c?^ c-j 

r-HrHCMr-ifO-<r(»COOi--l>-l 



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-^C-Jiot^cjc:;!— 't^o-— lO 



^ 



3 



,^ a> Q oj c o 
■; O 






COLONIAL AND*LAKE TRADE. 



607 



•p;o; paauejc) 



•si!og; 



•spuiBi[ uaajjf) 



o 









CTsiOiOOOiOt-CD'— (C^JiOO 

o ^ 00 CO o O) ou lo CO 1-^ cr> 
cr. ■^coa5CQcoc:cocoG^co 



CJtOfCCCT-li— lOOO^iCtOr-i 

C;, ^ t^ _ -^ r-^ CYJ — ' — CTj Ci 
Ci l^COt-Hr-li— 1-— I CO 



c^^r-c^Goa)QO'— ic?— I— I 
CO -^ C} r- — 1 CO t- C^ -TD i-H O! 
lOG^cnco-vcooj'— lOOt-o 

'^vrTor'* 00 1- "^ "<* -^ i-H CO 



CD«r>05iocri-c*<CJ— <LO^o 
oi--— HC^i-^oocs'^-^aif- 
'^'Ot^cooo^oooco'Ocs 

"^irTcrco cx) CO -* CO -^ 1— 1 o 



:Goi--cni'*coot^i:^c^ 
'Ot-coocooooro— "=)< 
iC^G^cocor-ic^(^;.-(0 



il-CO — OJCOC\J'*CC'— I 
OOO^COCOCO'-iXCO 



l^O'-iOOCOOOGO>-<CiCO{-- 
03 GO rH r-( OS O C3 ^ O ;» Ci 



•{ib;o; paeuaQ 



CO O QC LO — < :T3 CT CO »0 CO -— ' 
CiC^JCOCO'rrOOOC^C-C'JCO 

T-, CO rl r~* I— I 1— I T-* 



ipUTJq U90JJC) 



t-COCO-rfOCOCOOi-^t-iO 
O— 'CiCOiCC^'^iOC^QOOJ 

—( C^ t- CO rl r-( F-i rH CO 



5£ 

o 



C^OiLCiriC^TOTO'^ — coo 

COOOCO-^-^OG^COOOuO 
lO rH C5 CO "-I --^ C? JT) CO lO CO 

■^ ltTc^ cfTcx) t^ ^"co' 1— i CI 



T-Ht- Oi— COiOG^QOr-iCO-^ 

■^03C0"«^r-t^O'0i>-"^CN! 

'^ "* GSJ O? t- Co""*! CO '^ 1— I o 



o 



OCOOLOCOCrsCO^OSt-O 
t>} CO -— ' lO t^ GO 00 -* -^ r-( r-1 

'-i!-(C^C!COCO.-iCOGS(rH.-l 






COiO(DC}OOt--#OC C<i 

^ Ci t^ 0-: c? o lo CO o cz) CO 

'^GNJiOOOCi'—C^J:-'— '-^— ' 



Oli;ocqo2hH^PiWWH 



608 



Andrews'* REPORT on 



No. 4. — Return of the quantitij of dried cod exported direct from the place 
where caught to the colonies of France^ with the rate and amount of bounty 

__'J -.7. •„ j7, - -iQACi ^^ ■\0!:.(\ • „7-.„.\.„ 



paid thereon, in the years 1842 to 1850, inclum 



ve. 



Years. 



1842 

1843 

1844 

1845 

1846 

1847 

Total , 

Annual average 

Average of preceding period .... 

1848 

1849 

1850 

Average of 8 years--1842 to 1849 



03 '^ 



83 
110 

88 
120 
115 
126 



642 



107 

68 

84 

91 

107 

102 



Francs 
22 

22 
22 

22 
22 
22 



22 
22 
22 






Kilogrammes . 
6,366,042 
7,943,377 
7,591,477 
9,538,033 
9,869,153 
9,366,996 



50,675,078 



8,445,846 
6,466,024 

5,838.692 
5,275,637 
5,544,399 

7,723,550 



Francs. 
1,400,529.30 
1,747,542.94 
1,669,684.94 
2,098,367.26 
2,171,313.61 
2,051,760.72 



11,139,098.82 



1,856,516.33 

1,808,099.94 

1,284,512.35 
1,160,640.14 
1,219,767.86 

1,698,030.35 



3 ^ 






Kilogrammes^ 
76,669 
72,213 
86,380 
79,483 
92,443 
74,150 



481,368 

80,228 
104,234 

69,508 
57,974 
51,816 

76,100 



No. 5. — Return of the quantity of dried cod of French catch exported from 
the warehouse in France to French colonies, in the years 1842 to 1850, 
inclusivey and the amount of bounty paid thereon^ 



Years. 



1842 

1843 

1844 

1845 

1846 

1847 

Total 

Annual average . . . 

Average of preceding period . . . . 

1848 

1849 

1850 

Mean of 8 years— 1842 to 1849. . 



a, 
o ^ 



121 
146 
173 
202 
109 
82 



833 



139 

68 

87 

119 

94 

129 



Francs 
22 
22 
22 
22 
22 
22 



22 
22 
22 



tM no 
O « 

.tJ o 



Kilogrammes. 
3,759,988 
4,380,036 
4,382,355 
5,372,286 
3,696,354 
2,977,965 



24,568,804 



4,094,800 
3,580,050 

2,456,812 
3,162,766 
1,936,387 

3,773,547 



a 
o 



Francs. 
827,156.76 
963,607.92 
964,118.10 
1,181,902.92 
813,197.88 
655,152.30 



5,405,135.88 



914,434.00 

536,098.53 

695,808.52 
426,005.14 

829,630.00 



!-„.- 



< 



Kilogrammes^ 
31,072 
30,000 
25,331 
26,590 
33,911 
36,616 



183,220 



30,533 
52,646 

28,23? 
26,611 



29,75b- 



COLONIAL AND LAKE TRADE. 



609 



No. 6. — Return of the quantity of dried cod of French catch exported from 
the ports and curing places of France to French colonies^ in the years 
1842 to 1850, inclusive, and amount of bounty thereon. 



Years. 


1 s 


c 

s 

O 



1 


Quantity of cod 
exported. 


Amount of bounty 
paid. 


u 

< 


1842 


44 
31 
47 
19 
23 
2 


Francs 
16 
16 
16 
16 
16 
16 


Kilogrammes. 
766,913 
385,027 
634,872 
231,287 
761,863 
47,909 


Francs. 

122,240.96 

• 61,604.32 

101,579.52 

37,005.92 

121,898.08 

7,655.44 


Kilogrammes. 
17,429 
12,420 
13,507 
12,17a 
33,124 
23,954 


1843 


1844 


1845 


1846 


1847 




Total 


166 




2,827,871 


451,984.24 


112,601 




Annual average 


271 

17 

31 
41 

27 

29 


16 
16 
16 


471,312 

276,423 

556,504 
863,679 
661,838 

531,007 


75, .330. 70 

50,688.00 

89,040.72 
138,188.72 
105,894.16 

84,902.96 


18,768 

14,515 

17,951 
21,065 


x\verage of preceding period, 
1837, 1838, 1839 


1848 


1849 


1850 


Average of eight years — 1842 to 


18,953 





39 



610 



ANDREWS REPORT ON 



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612 



ANDREWS REPORT ON 



No. 9. 

An account of the amount of h aunties paid out of the treasury of .France 
for the encouragement of the cod and whale fisheries, from 1842 to 1849,. 
inclusive. 



Years. 



Cod fishery. 



Whale fishery. 



Total. 



1842 

1843 

1844 

1845 

1846 

1847 

1848 

1849 

Total 



Francs. 
3,295,285.18 
3,922,518.16 
4,079,260.84 
4,765,646.96 
4,481,531.36 
3,760,668.58 
3,433,446.01 
3,644,957.33 



31,381,314.42 



Francs. 
356,845.54 
461,455.25 
527,938.69 
224,602.76 
296,611.06 
277,845.40 

89,948.40 
190,821.52 



2,426,068.62 



Francs. 
652, 13( 
383,973.41 

607,199.5a 
990,249^72 

778,142.42. 
038,513.98 
523,394.41 

835,778.85 



33,809,383.04 



Annual average during the above eight years, 4,226,172.88 francs. 

Note. — The amount of bounties paid in France up to the 1st day of December, 1851, was 
as follows : 

Francs. 

Cod 2,631,643.90 

Whale 178,010.62 

Total 2,809,654.52 



COLONIAL AND LAKE TRADE. 613 



APPENDIX 



Having described in previous portions of this report the various works 
which compose our system of artificial improvements, a brief notice of 
the internal and domestic commerce of the country, which may be said 
to be the result of these works in connexion with our unrivalled natural 
<;hannels of trade — our navigable lakes and rivers; the general charac- 
ter and direction of this commerce; its progressive development, and 
present and prospective magnitude ; the influence it has exerted in the 
advancement of the wealth and prosperity of the country ; and the re- 
lation that some of our leading staples bear to our foreign and domestic 
trade — forms an appropriate sequel to be considered in this appendix. 

The great facilities which are offered by the topographical features 
of the country for a vast and extended domestic commerce were fore- 
seen at an early period of its history. The wonderful sagacity of 
Washington discovered and predicted the result which the people 
have within a comparatively few years achieved. When, in 1783, he 
proceeded up the Mohawk valley to Fort Stanwix, the present site of 
Rome, N. Y., and from thence over tlie route now occupied by the 
Erie canal to the waters of Wood creek, which How into Lake Onta- 
rio, and from thence to the sources of the Susquehanna, he gave the 
following expression to this ^wing thought: "Taking a contempla- 
tive and extensive view of the vast inland navigation of the United 
States, I could not but be struck with the immense diffusion and im- 
portance of it, and with the power of that Providence who had dealt 
his iavor to us with so profuse a hand. Would to God we may have 
wisdom to improve them." 

Our national progress has undoubtedly far transcended all that the 
-"Father of his Country" dared ever to hope or desire. Our natural 
avenues have been improved, and artificial ones have been constructed, 
allowing the free, rapid, and cheap movement of the products of na- 
tional industry in every direction, and the producer and consumer in 
every portion of the country are brought into convenient connexion 
with each other. By opening easy access to markets, the development 
of our resources has been stimulated to an extraordinary degree. The 
results obtained can hardly be better expressed than by copying the 
following paragraph from the celebrated treasury report of the Hon. 
Robert J. Walker, of 1847-'48, in which he says : 

" The value of our products exceeds three thousand miUions of dol- 
lars. Our population doubles once in every twenty-three years, and 
our products quadruple in the same period. Of this three thousand 
milHons of dollars, only about $150,000,000 are exported abroad, leav- 
ing $2,850,000 at home, of which at least $500,000,000 are annually 
interchanged between the several States of the Union. Under this sys- 
tem, the larger the area and the greater the variety of climate, soil, and | 



614 

products, the more extensive is the commerce which must exist be- 
tween the States, and the greater the value of the Union. We see, 
then, here, under the system of free trade among the States of the 
Union, an interchange of products of the annual value of at least 
$500,000,000 among our twenty-one millions of people, whilst our 
total exchanges, including imports and exports, with all the world be- 
side, containing a population of a thousand millions, were last year 
$305,194,260." 

The following tables will exhibit something of the productions and 
value of the country in 1850, and of its commerce with foreign nations 
in 1851. These tables have been compiled from various authentic and 
official sources, and may be relied upon as the nearest approximation 
to correctness that can be- had under the present system of procuring 
statistics. 

The following statements show the trade and commerce, population, 
treasury receipts, &c., of the country for several years : 

Average yearly imports, 1821 to 1826, inclusive, specie 

omitted - - - - -.-.-.- $74,554,315 

Average yearly imports, 1821 to 1826, inclusive, specie 

included - - - - -.-.-.- 80,878,348 

Average yearh^ imports, 1848 to 1852, inclusive, specie 

omitted .--..--- 176,247,101 

Average yearly imports, 1848 to 3852, inclusive, specie 

included - - - - -.-.".- 181,966,579 

Average yearly exports, 1821 to 1826, inclusive, specie 

omitted - - - - -.-.-.- 69,439,785 

Average yearly exports, 1821 to 1826, inclusive, specie 

included - - - - -^ - - - 77,491,843 

Average yearly exports, 1848 to 1852, inclusive, specie 

omitted - - - - - -. - .- 155,760,131 

Average yearly exports, 1848 to 1852, inclusive, specie 

included - - 175,943,360 

Tonnage in 1821 ------ 1,298,958 tons. 

Tonnage in 1852 ------ 4,138,441 tons. 



COLONIAL AND LAKE TRADE. 615 

Receipts into the treasury from customs and otJier sources. 



Year. 


Customs. 


Total from all 
sources. 


1800 


$9,080,932 

8,583,309 

15,005,612 


$12,451,184 
12,144,206 

20,881,493 


1810 


1820 






1821.,'. . 


13,004,447 
17,589,761 

19,088,433 
17,878,325 
20,098,713 


19,573,703 
20,232,427 
20,540,666 
20,381,212 

26,840,858 


1822 


1823 


1824 


1825 




% 




87,659,679 


107,468,866 




17,531,936 


21,453,773 






1830.... 


21,922,391 
24,224,441 
28,465,237 
29,032,508 
16,214,957 


24,844.116 
28,526,820 
31,865,561 
33,948,426 
21,791,935 


1831 


1832 


1833 


1834 -- -- - 








119,859,534 


143,976,864 




25,971,907 


28,795,373 






1847 


23,747,864 
31,757,070 
28,346,738 
39,668,686 
49,017,567 
47,339,326 


52,025,989 
56,693,450 
59 663,097 


1848 • 


1849 


1850 


47,421,748 
52,312.979 


1851 


1852 


49,728,386 


* 



Fer cent, increase in custom receipts. 



Year. 



Customs. 



Per cent, increase 
for ten years. 



1810, 

to 
1820, 

to 
1830 

to 
1840 

to 
1850 



$8,583,309 
15,005,612 
21,922,931 
13,499,502 
39,668,686 



....78i+ ■ 
....46 Ml-f 
. . . .Decrease. 
....193 5-6 + 



616 



ANDREWS' REPORT ON 



Statetnent showing the valuatio7i, area, and population to the square mile in 
1850, with the indebtedness of the several States in 1851. 



States. 



Alabama 

Arkansas 

California* 

Connecticut 

Delaware 

Florida 

Georgia 

Illinois 

Indiana 

Iowa 

Kentucky 

Louisiana 

Maine 

Maryland 

Massachusetts. . . 

Michigan 

Mississippi 

Missouri 

New Hampshire. 
New Jersey! • • • • 

New York 

North Carolina . . 

Ohio 

Pennsylvania . . . 
Rhode Island. .. . 
South Carolina . . 

Tennessee 

Texas 

Vermont 

Virginia 

Wisconsin 



Valuation. 



value. 



$219,476,150 

36,428,675 

22,123,173 

119,388,672 

17,442,640 

22,784,837 

335,110,225 

114,782,645 

152,870,399 

21,690,642 

291,387,554 

220,165,172 

96,765,868 

208,563,566 

546,003,057 

30,877,223 

208,422,167 

98,595,463 

92,177,959 

190,000,000 

715,369,028 

212,071,413 

433,872,632 

497,039,649 

77,758,974 

283,867,709 

189,437,623 

51,027,456 

71,671,651 

379,561,660 

26,715,525 



True or esti- 
mated value. 



5,983,149,407 



$228,204,332 

39,841,625 

22,161,872 

155,707,980 

18,652,053 

22,862,270 

335,425,714 

156,265,006 

202,650,264 

23,714,638 

301,628,456 

233,998,7641 

122,777,571 

219,217,364 

573,342,286 

59,787,255 

228,951,130 

137,247,707 

104,652,835 

200,000,000 

1,080,309,216 

226,800,472 

504,726,120 

722,486,120 

80,508,794 

288,257,694 

201,246,686 

52,740,473 

92,205,049 

389,731,438 

42,056,595 



7,068,157,779 



50,722 

52,198 

188,982 

4,67 

2,120 

59,268 

58,000 

55,4i5 

33,809 

50,914 

37,680 

46,431 

30,000 

9,356 

7,800i 

56,243 

47,156 

67,380 

9,280 

8,320 

46,000 

45,000 

39,964 

46,000 

1,306 

24,500 

45,600 

237,321 

10,212 

61,352 

53,924 



1,486,917 



■5A 



o ^ 



15.21 
4.01 



79.33 
43.17 

# 1.47 
15.62 
15.36 
29.23 
3.77 
26.07 
11.15 
19.44 
62.31 

127.49 
7.07 
12.86 
10.12 
34.26 
58.84 
67.33 
19.30 
49.55 
50.25 

112.97 
27.28 
21.98 
.89 
30.76 
23.17 
5.65 



C r-1 
nc! to 
O 00 

CD a 



$8,539,110 

1,506,562 

475,460 

91,212 



12,800 

1,828,472 

16,627,509 

6,775,522 

79,442 

4,397,637 

11,492,566 

600,600 

15,424,380 

6,259,930 

2,528,872 

7,271,707 

922,261 

76,000 

71,810 

23,463,838 

977,000 

18,744,594 

40,316,362 

* 2,061,292 

3,352,856 

12,435,982 



15,196,856 

12,892 



201,541,624 



Total debt in 1851 $201,541,624 

Total January 1, 1850 , 209,305,552 

Total January 1, 1849 211,252,432 

Total January 1, 1848 205,708,038 

Total January 1, 1847 216,911,554 

Total January 1, 1846 224,023,827 

*Only thirteen counties — the otlier statistics destroyed by fire in San Francisco. 

t This is the Territorial debt. 

X In New Jersey only the real estate was given, (partly estimated.) 



On the 1st of June, 1850, the population of the United States was 
23,263,000, and the rate of increase -during the preceding ten years, 
with an average immigration of 150,000 per annum, was shown to be 
about three and one fifth per cent, annually. At this rate of progress, 
the inhabitants had increased to 25,237,000 on the first of January, 1853. 
But during the intervening time there had arrived from Europe 990,000 
immigrants, which was 604,000 above the average for the same length 
of time during the previous decennial term. This excess being added 



COLONIAL AND LAKE TRADE. 



617 



to the natural increase, , and to the number of immigrants who had 
arrived upon the average before mentioned, the result shows that the 
population of the United States on the 1st of January, 1853, was 
25,841,000, representing an increase of 2,578,000, somewhat over 
eleven per cent, during the thirty-one months preceding. This increase 
of popuhuion is probably greater than the ratio which ought to be as- 
sumed in estimating the advance of the country in respect to its prop- 
erty, productions, and material resources in general. Ten per cent, 
may be adopted as a truer ratio, and upon this basis of computation 
and comparison the following tables have been prepared. 

Valuation of real and yersonal estate of the i7ihaMtants of the TJnited States 
for the years ending June 1, 1850, and December 31, 1852, together with 
the averao-e amount to each inhabitant. 




States and Territories. 



Maine 

New Hampshire .. . . 

Vermont 

Massachusetts 

Rhode Island 

Connecticut 

New York 

New Jersey 

Pennsylvania 

Delaware 

Maryland 

Virginia 

North Carolina 

South Carolina 

Georgia 

Florida 

Alabama 

Mississippi 

Louisiana 

Texas 

Arkansas 

Tennessee 

Kentucky 

Ohio 

Michigan 

Indiana 

Illinois 

Missouri 

Iowa 

Wisconsin 

California 

District of Columbia. 
Minnesota Territory. 

Utah Territory 

Oregon Territory . . . 
New Mexico 



Aggregate. 




$122,777,571 

103,652,835 

92,205,049 

573,342,286 

80,508,794 

155,707,980 

1,080,309,216 

200,000,000 

722,486,120 

18,652,053 

219,217,364 

430,701,082 

226,800,472 

288,257,694 

335,425,714 

22,862,270 

228,204,332 

228,951,130 

233,998,764 

52,740,473 

39,841,025 

201,246,686 

301,628,456 

504,726,120 

59,787,255 

202,650,264 

156,265,006 

137,247,707 I 

23,714,6.38 

42,056,595 i 

22,161,872 i 

14,018,874 i 




$135,055,328 

114,018,118 

101,425,553 

630,676,514 

88,559,673 

171,278,778 

1,188,340,137 

220,000,000 

794,734,732 

20,517,258 

241,139,100 

473,771,190 

249,480,519 

317,083,463 

368,968,285 

25,148,497 

251,024,765 

251,846,243 

257,398,640 

58,014,520 

43,825; 127 

221,371,354 

331,791,301 

555,198,732 

65,765,980 

222,915;290 

171,891,506 i 

150,972,477 

26,086,101 

46,262,254 

24,378,059 

15,420,761 



986,083 
5,063,474 
1,174,471 



1,084,691 
5,569,821 
1,291,918 






o , 



Qi , 



< 



649,338 
352,960 
348,673 

1,103,883 
163,769 
411,578 

3,438,107 I 
543,406 I 

2,566,082 
101,603 
647,168 

1,578,043 
964,482 
742,042 

1,005,658 
97,015 
856,554 
673,276 
574,690 
235,977 
232,699 

1,112,913 

1,090,569 

2,198,252 
441,395 

1,097,141 

945,131 

757,067 

213,357 

338,762 

183,150 

57,372 

6,755 

12,631 

14,755 

67,701 



$208 
323 
290 
571 
540 
416 
345 
404 
309 
201 
372 
300 
258 
427 
366 
259 
293 
374 
447 
245 
188 
198 
304 
252 
148 
203 
181 
]99 
122 
136 
133 
268 



86 

384 

19 



7,133,369,725 



7,846,706,697 



618 Andrews' report on 

In the preparation of the foregoing statement, the tables of the 
seventh census have been strictly followed, and the general rates of 
increase, both for population and property, found to have obtained 
throughout the country during the past thirtj^-one months, have been 
applied to each State, though, of course, some States have advanced 
much more rapidly than others. There is reason to believe that the 
real and personal property is considerably undervalued in the census 
report. This will be illustrated by the following comparison of prop- 
erty and wealth among the urban and rural population. It appears 
from the census that — 
140 cities and towns, of more than 10,000 inhabitants each, 

contain a population of. 2,860,000 

Towns and villages of over 200 inhabitants (estimated). . . 1,140,000 

Total population of cities, towns, and villages in the United 

States • 4,000,000 

Total rural population 19,263,000 

23,263,000 

The four cities of New York, Philadelphia, Baltimore, 

and Boston, contain a population of 1,214,000 

Amount of real and personal property $702,000,000 

Average amount of real and personal property to each 

indvidual in the above cities $578 

Aggregate amount of real and personal property owned 

by residents in cities, towns, and villages $2,312,000,000 

The average amount of personal property owned by each inhabitant 

of cities and towns appears to be $166. If the average among the 

rural free population be about the same, it follows that the aggregate 

distributed among that class is $2,660,000,000. The total amount ot 

real and personal property in the United States on the 1st June, 1850, 

therefore, may be thus stated : 

Value of farms, plantations, live stock, farming imple- 
ments, materials, &c $4,599,364,000 

Personal estate, other than above, owned by the rural 

population - 2,660,000,000 

Real and personal property owned in cities, towns, 

and villages 2,312,000,000 

United States and State stocks owned in the United 

States, representing public property and not taxed. 100,000,000 

Total value of real and personal property of the United 

States in 1850 9,071,364,000 

Add 10 per cent, for increase of prices since June, 

1850. 907,136,400 

Add 10 per cent, for increase in the amount of prop- 
erty 907,136,400 

Total value of real and personal property, January 1, 

1853 10,885,636,800 



COLONIAL AND LAKE TRADE. 



619 



The subjoined table is designed to exhibit a general view of the 
agriculture of the United States. The aggregate quantity and value of 
crops are first presented, and next the several items which are supposed 
to constitute the fixed capital of the agricultural interest. It has been 
thought proper to assign one-fourth of the value of live stock to the 
column of annual production, as that is probably the rate of yearly in- 
crease. The remainder, together with the value of farms and farming 
implements and machinery, should obviously be reckoned as capital. 
In ascertaining the average price of crops, those of the New York Price 
Current for January, 1853, have been taken, and a deduction there- 
from of fifteen per cent, has been made, to cover expenses of trans- 
portation and commercial charges. Where special circumstances 
require a departure from this rule, they are noticed in the remarks ap- 
pended to the table. 

Table showing the amount and value of the productions of agriculture in the 
United States for the year 1852. 



Productions. 



Quantity. 



Price. 



Total vah 



Wheat bushels . 

Rye do . . . 

Indian corn do . . . 

Oats do . . . 

Rice pounds . 

Tobacco do . . . 

Cotton do . . . 

Wool do. . . 

Peas and beans bushels. 

Irish potatoes do . . . 

Sweet potatoes do . . . 

Barley do . . . 

Buckwheat do . . . 

Orchard produce 

Wine gallons . 

Value of produce of market gardens. . . . 

Butter .pounds. 

Cheese do . . . 

Hay tons . . 

Clover and other grass seeds. . . .bushels. 

Flaxseed do . . . 

Hops pounds . 

Hemp tons. . 

Flax pounds . 

Maple sugar do . . . 

Cane sugar do. . . 

Molasses gallons . 

Beeswax and honey pounds. 

Animals slaughtered 

Poultry 

Feathers 

Milk and eggs 

Residuum of crops not consumed by stock 
Annual increase of live stock , 



143,000 

15,607 

652,000 

161,000 

236,843 

283,000 

1,290,000 

58,067 

10,141 

97,500 

42,085 

-5,683 

9,900 



,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 
,000 



%\ 



00 per bushel 

89 do 

60 do 

44 do 

40 per pound 
6 do 

10.... do.... 
50 do 

80 per bushel 
75.... do.... 
80.... do.... 
60.... do.... 
50.... do.... 



1,000,000 



50 per gallon 



344,592,000 

116,088,000 

15,222,000 

974,380 

8,487,500 

4,231,000 

39,000 

15,420,000 

39,675,000 

272,339,000 

13,970,000 

16,500,000 



20 per pound 
6 do 

12 50 per ton... 

5 00 per bushel 

1 30.... do.... 

17 per pound 

136 00 per ton... 

6 per pound 

5.... do.... 

4.... do.... 

25 per gallon 

20 per pound 



$143,000,000 

13,880,230 

391,200,000 

70,840,000 

8,052,662 

16,980,000 

*i29,000,000 

29,033,500 

8,112,800 

73,125,000 

33,668,000 

3,409,800 

4,950,000 

10,000,000 

500,000 

50,000,000 

68,918,400 

6,964,280 

190,275,000 

4,871,900 

11,033,750 

719,270 

5,304,000 

925,200 

1,983,750 

10,893,000 

3,442,500 

3,750,000 

133,000,000 

20,000,000 

2,000,000 

25,000,000 

110,000,000 

167,750,000 



Total annual product 'ns of agriculture 



1,752,583,042 



^*The price stated may be too high, and the quantity underrated. 

Value of farms P, 914, 864, 000 

Three-fourths of the value of live stock 503,250,000 

Value of farm implements, &c 181,250,000 



Total capital employed in agriculture 4 , 599 , 364 , 000 



620 

REMARKS UPON THE AGRICULTURAL TABLE. 

1. The crop year of 1849, to which the returns of the seventh census 
apply, was reported nearly all over the country as a season of " short 
crop." Investigations undertaken by State legislatures and agricultural 
societies prove that the aggregate production of wheat reported in the 
census tables was below the average by at least 30,000,000 of bushels. 
That amount has been added to form a basis of comparison for ascer- 
taining the crop of the past year, as given in the foregoing table. 

2. The quantity of tobacco assumed as the production of 1852, ex- 
hibits an increase of more than forty per cent, on that of 1849. This 
result is ascertained from commercial statements and circulars, the 
accuracy of which there is no reason to question. 

3. The cotton crop in 1852 is estimated at 3,225,000 bales of the 
average weight of 400 pounds<, and the average price for the year is 
assumed at ten cents per pound. The quantity will probably exceed 
that given in the table. Able statistical writers have made calculations 
showing the probability of such an increase in the production of this 
great staple as will bring up the crop of 1860 to 1,720,000,000 pounds. 

4. The census returns of 1850 showed a small decrease of the potato 
crop as compared with 1840. This was owing to the disease called 
the potato rot. That disease is said to be disappearing, and it is con- 
sidered safe to assume the production of the past year as about equal to 
what it would have been, had no such cause of retrogression occurred 
during the course of the late decennial term. 

5. The census tables undoubtedly present an estimate of the wine 
crop very far below the truth. In the State of Ohio the vintage of 
1849 yielded more than the whole quantity assigned to the United 
States. Since that year, numerous vineyards along the Ohio, in Mis- 
souri, and elsew^here — some of them of large extent — have been brought 
into a condition to add largely to the production of the country in this 
article, California and New Mexico, also, reported as producing more 
than a quarter of all the wine of the United States, must become fertile 
wine districts. 

6. The value of the produce of market gardens is much understated 
in the census returns. The class of produce coming under this desig- 
nation includes the whole of some highly important crops, as beets, 
turnips, carrots, onions, parsnips, melons, tomatoes, besides numerous 
minor productions which are separately of small account, but collect- 
ively amount to a very large sum. The estimate in the table is a 
moderate one. 

7. The price of hay in New York at the end of the year 1852, was 
between twenty-five and thirty dollars per ton. But the quantity of 
this bulky article entering into the trade of the country is relative^ so 
small, and the expense of its transportation to a market is so consider- 
able in comparison with its original value, that the arbitrary sum of 
$12 50, or less than half the selling price in New York, has been as- 
sumed as the average in the country at large. 

8. The item of tlie value of hides and peltries is a very important 
one, amounting doubtless to many millions of dollars ; but it is pre- 
sumed to be included in the value of animals slaughtered. 



COLONIAL AND LAKE TRADE. 621 

9. The estimates for poultry, feathers, milk, and eggs, of which arti- 
cles no returns are found in the census tables of 1850, may seem to 
many extravagant ; but the gross amount is equal to an average of only 
some tv^elve or fifteen dollars to each farming establishment in the 
United States, and is undoubted^ very considerably within the truth. 

10. Too high an importance has been sometimes attached to the 
residuum of crops as an integral part of the agricultural wealth of the 
United States. In official tables heretofore published, the value of such 
portions of the produce of the field and forest as are not susceptible, in 
the usual course of trade, of a transfer to market, and must be con- 
sumed on the farm, has been given at one hundred millions of dollars. 
But it should be remembered that by far the greater part of this value 
has been already expressed in that of live stock, by which nearly the 
whole of it is consumed. It would obviously answer no good purpose 
to give prominence to what has been thus disposed of as an independ- 
ent item in our annual productions. But straw, corn-husks, and some 
other substances which come under this classification, are extensively 
used in the minor manufactures of the countr^^, and will bear the valu- 
ation assigned to them in the table. 



622 



ANDREWS REPORT ON 



j[%e following statements sJiow the number of manufacturing establishments 
in, the United States, the amount of raw materials used, the capital in- 
vested, and the total value of ^products, according to the census of 1850. 



Names of States. 


No. of estab- 
lishments. 


Value of raw 
materials. 


Capital invested. 


Value of annual 
products. 




3,977 
3,211 
1,849 
8,259 

593 
3,482 

252 

23,553 

4,108 

101 
21,595 

531 
3,708 
4,741 
2,604 
1,431 


$13,555,806 

12,745,466 

4,172,552 

85,856,771 


$14,700,452 
18,242,114 

5,001,377 
83,357,642 

5,582,650 
23,589,397 

1,986,300 

99,904,405 

22,184,730 

109,678 

94,473,810 

2,978,945 
14,753,143 
18,108,793 

7,252,245 

6,060,565 


$24,664,135 

23,164,503 

8,570,920 

151,137,145 

6,606,849 

45,110,102 

2,004,483 

237,597,249 

39,713,586 

140,050 

155,044,010 

4,649,296 

32,477,702 

29,592,019 

9,111,245 

7,076,077 

6,704,132 

4,464,006 

2,749,838 

668,335 

7,043,814 

1,202,885 

668,815 

24,250,578 

23,273,201 

9,443,701 

62,110,138 

18,747,068 

16,671,273 

10,729,892 

3,393,542 


Mew Hampshire 


IVTntjaa pliimptts ......... 


Do fisheries. . . 




23,589,397 


Do fisheries . . . 


JVew York 


134,655,674 
21,992,186 

"**87,'266,*377'* 

2,864,607 

17,326.734 

18, 103; 433 

4,805,463 

2,809,534 




Do fisheries.. . 

T*or>n«vl vn nia ........... 




IVTarvl;! nrl ............. 






South Carolina 




^Alabama • . 








^IVTi^csisesinni . ........... 








*Flonda 


103 
1,016 


220,611 

2,485,073 

399,734 

286,899 

12,408,457 

12,458,786 

4,757,257 


547,060 

5,304,924 

613,238 

338,154 

9,194,999 

14,236,964 

7,044,144 




-*Texas 


* A rlr an<?a«! ............ 








*lCpntnpkv ............. 




'^T'pnnp«!«sPp ............ 




*Ohio 




*Iiid.iana ............... 




9,347,920 
8,986,142 
6,221,348 
2,093,844 


7,917,818 
6,128,282 
6,443,316 
1,256,410 


*Illinois 








*Io wa 




^Oii liFnrnia ............. 




60,000,000 

2,342,000 
90,382,015 


^Minnesota and other 








*City of New York 


3,163 


47,664,594 


29,407,754 



Note. — The chief production of California is gold. 

The amounts set opposite those States marked with a star are not 
official, and the revision of the table now going on in the Census Office 
may slightly vary them ; but the increase or dimunition will not be so 
considerable as to affect, in a material manner, the deductions which 
it is our purpose to draw from the statement. The aggregate of the 
above table added to the total productions of agriculture for the past 
year, and the value of home manufactures, given in another part of 
the census statistics, will give us a condensed view of the total money 
value of the productions of industry, including all interests, for the year 
1852. The statement is as follows : 



Productions of agriculture $1,769,512,642 

Productions of general industry, 1850 1,030,000,000 

Increase of productions of general industry in ]852. . 103,000,000 



COLONIAL AND LAKE TRADE. 



623 



Home manufactures, 1850* . 27,500,000 

Increase of home manufactures, 1852 2,750,000 

Total value of productions of industry, including all 

enumerated interests 2,932,762,642 



Were it practicable to bring within the scope of a general system of 
statistical inquiry, like that of the late census, every variety of occu- 
pation leading to valuable results, it cannot be doubted that this grand 
aggregate of production in the United States would appear much larger 
than in the foregoing statement. Divided by the number of inhabitants, 
free and slave, it gives $126 as the average annual production of each 
person. If we estimate the proportion of adult males as one to four of 
the whole population, the annual average production of each is shown 
to be $504. 

Statement exhibiting the value of domestic produce and manufacture exported 
annually from 1821 to 1852, and also the value per capita during the 
same period. 



Years ending — 


Value of domestic 
produce, &c., ex- 
ported. 


Population. 


Value per 
capita. 


Sentember 30 . . . .1821 


$43,671,894 

49,874,079 

47,155,408 

50,649,500 

66,809,766 

52,449,855 

57,878,117 

49,976,632 

55,087,307 

58.524,878 

59,218,583 

61,726,529 

69,950,856 

80,623,662 

100,459,481 

106,570,942 

94,280,895 

95,560,880 

101,625,533 

111,660,561 

103,636,236 

91,799,242 

77,686,354 

99,531,774 

98,455,330 

101,718,042 

150,574,844 

130,203,709 

131,710,081 

134,900,233 

178,620,138 

154,930,947 


9,960,974 
10,283,757 
10,606,540 
10,929,323 
11,252,106 
11,574,889 
11,897,672 
12,220,455 
12,543,238 
12,866,020 
13,286,364 
13,706,707 
14,127,050 
14,547,393 
14,967,736 
15,388,079 
15,808,422 
16,228,765 
16,649,108 
17,069,453 
17,612,507 
18,155,561 
18,698,615 
19,241,670 
■ 19,784,725 
20,327,780 
20,870,835 
21,413,890 
21,956,945 
23,246,301 
24,250,000 
25,000,000 


$4 38 
4 85 


1822 


1823 


4 44 


1824 


4 63 


1825 


5 94 


1826 


4 53 


1827 


4 86 


1828 

1829 


4 09 
4 39 


1830 


4 54 


1831 


4 46 


1832 


4 50 


1833 


4 95 


1834 

• 1835 

1836 

1837 


5 54 

6 71 
6 92 
5 96 


1838 


5 89 


1839 


6 10 


1840 


6 54 


1841 


5 88 


1842 


5 05 


Nine mos. to June 30, 1843 


4 15 


Year to June 30 1844 


5 17 


1845 


4 97 


1846 


5 00 


1847 


7 21 


1848 


6 08 


1849 


6 00 


1850 


5 80 


1851 


7 36 


1852 


6 19 







* Employed in manufactures — 613,000 males, 214,000 females. 



- J 



624 



ANDREWS REPORT ON 

Fer cent, increase of domestic exports. 



Years. 


Amount. 


Per 


cent, increase. 


1821 


$43,671,894^ 

58,524,878^ 

113,895,634 j 
136,946,912 5 






to 
1830 


34+ 


to 
1840 


94 3-5+ 


to 
1850 


20 1-5+ 







Exports of domestic "produce for several years, with amount to each individual. 



Years. 


Amount. 


Population 


Amount to each indi- 
vidual. 


1830 


158,524,878 
113,895,634 
136,946,912 


12,866,520 
17,069,453 
23,119,504 


P 54 10-12+ 
6 67 2-9 + 


1840 


1850 


5 92 1-3 + 







The preceding table has never been pubhshed ; it shows that the ex- 
ports have doubled, i^er capta, with an increase of the population of 
about two hundred and forty per cent. 



COLONIAL AND LAKE TRADE. 



625 



Statement exhibiting the value of foreign merchandue imforted^ re-ex/ported^ 
and consumed, anjiuaUy, from 1821 to 1851, inclusive, and also the esti- 
mated ijoptdation and rate of consumytion, per capita, during the same 
period. 







Value of foreign merchandise. 


o 




Years ending- 








^^ 






Imported. 


Re-exported. 


Consumed 


"s 












and on hand. 


Cm 


r- 


September 30 ... . 


. .1821 


• 162,585,724 


$21,302,488 


$41,283,236 


9,960,974 


$4 14 




18S^' 


83,241,541 


22,286,202 


60,955,339 


10,283,757 


5 92 




1823 


77,579,267 


27,543,622 


50,035,645 


10,606,540 


4 71 




1824 


80,549,007 


25,337,157 


55,211,850 


10,929,323 


5 05 




1825 


96,340,075 


32,590,643 


63,749,432 


11,252,106 


5 66 




1826 


84,974,477 


24,539,612 


60,434,865 


11,574,889 


5 22 




1827 


79,484,068 


23,403,136 


56,080,932 


11,897,672 


4 71 




1828 


88,509,824 


21, .595,017 


66.914,807 


12,220,455 


5 47 




]829 


74,492,527 


16,658,478 


.57,834,049 


12,543,238 


4 61 




1830 


70,876,920 


14,387,479 


56,489,441 


12,866,020 


4 39 




1831 


103,191,124 


20,033,526 


83,157,598 


13,286,364 


6 25 




1832 


101,029,266 


24,039,473 


76,989,793 


13,706,707 


5 61 




1833 


108,118,311 


19,822,735 


88,295,576 


14,127,050 


6 25 




1834 


126,521,332 


23,312,811 


103,208,.521 


14,547,393 


7 09 




1835 


149,895,745 


20,504,495 


129,391,247 


14,967,736 


8 64 




1836 


189,980,035 


21,746,360 


168,233,675 


15,386,079 


10 93 




1837 


140,989,217 


21,854,962 


119,134,255 


15,808,422 


7 53 




1838 


113,717,404 


12,452,795 


101,264,609 


16,228,765 


6 23 




1839 


162,092,132 


17,494,525 


144,597,607 


16,649,108 


8 68 




1840 


107,141,519 


18,190,312 


88,951,207 


17,069,453 


5 21 




1841 


127,946,177 


15,499,081 


112,447,096 


17,612,507 


6 38 




1842 


100,162,087 


11,721,538 


88.440,549 


18,155,561 


4 87 


9m'thsto June 30 


1843 


64,753,799 


6,552,697 


5831,102 


18,608,615 


3 11 


Year to June 30. . . . 


.1844 


108,435,035 


11,484,867 


96,950,168 


19,241,670 


5 03 




1845 


117,254,564 


15,346,830 


101,957,734 


19,784,725 


5 15 




1846 


121,691,797 


11,346,623 


110,345,174 


20,327,780 


5 42 




1847 


146,545,638 


8,011,158 


138,534,480 


20,370,835 


6 60 




1848 


154,998,928 


21,132,315 


133,866,613 


21,413,890 


6 25 




1849 


147,857,439 


13,088,865 


134,763,.574 


21,956,945 


6 13 




1850 


178,138,318 


14,951,808 


163,186,510 


23,246,301 


7 01 




1851 


223,419,005 


21,743,293 


201,675,712 ! 


24,250,000 


8 31 




1852 


252,613,282 


17,273,341 

1 


195,339,941 \ 


24,500,000 


8 00 



Total imports consumed in the United States for several years, with amount 

to each individual. 



Year. 



Amount. 



Population, 



Amount to each 
individual. 



1830 
1840 
1850 



P9, 575, 099 
107,141,519 
164,034,033 



12,866,520 
17,069.453 
23, 119; 504 



$3 85i + 

6 27| + 

7 OQi-f 



40 



626 Andrews' report on 

The preceding returns, and those which immediately follow, are pre- 
sented to illustrate the chief object of the report, which is to show the 
value of the productions, and the rapid increase of the inland inter- 
changes between different parts of the thirty-one States, and the im- 
portance of this inland trade. 

It is a natural characteristic of the North American people, influenced 
b}^ that stern spirit of co-operation which has so signally contributed to 
their present high position, to examine with interest the results of their 
labor as exhibited in the advancement of its material or intellectual 
strength. With the progress of the former, whether of commerce, 
manufacture, or agriculture, there will be a corresponding increase of a 
taste for literature, art, and the sciences. 

It is gratifying to observe that no one interest outstiips any other 
interest, and that if one section of the Union is prosperous, there is a 
corresponding improvement in another section ; and, in contemplating 
the happy state of the confederacy, we are proud to believe that "there 
has never been imagined any mode of distributing the produce of in- 
dustry, so well adapted to all the wants of man, on the whole, as that 
of letting the share of each individual depend in the main on that indi- 
vidual's own energies and exertions." 

Doubtless, the successful application of so just a principle is chiefly 
owing to two causes — the perfect equality and protection of labor, and 
that prohibitory clause in the constitution preventing any State from 
levying taxes on the produce of another State; and although it has 
delegated to Congress the regulation of the " commerce with foreign 
nations and among the several States," the federal legislature has 
wisely left the latter totally unfettered and free. 

Since the publication of Mr. Walker's celebrated report in 1847-'48, 
in which he estimated the internal trade of the country at three thou- 
sand milhons, already mentioned, various causes, obvious to aU, have 
conspired to greatly extend its area by increased facilities, and increased 
its value. 

The railroads have increased from five thousand five hundred miles, 
costing about one hundred and sixty-six milhons, to thirteen thousand 
three hundred miles, costing four hundred millions. 

The imports and exports have increased from three hundred to over 
four hundred millions ; the tonnage, inward and outward, from 6,700,703 
to 10,591,045 tons; the tonnage owned, from 2,839,000 to 4,200,000 
tons. The receipts into the treasury, exclusive of loans, have increased 
from twenty-six to over forty-nine milhons; and the California trade, 
the whole of which does not appear in the published returns — the com- 
mercial phenomena of a commercial age — have also added a hundred 
millions to the national commerce, and, more than any event of the 
last forty years, have invigorated the navigating interest of the coun- 
try, and to a great degree had a powerful influence over the commer- 
cial marine of the world; the whole contributing to swell the internal 
trade, and enabling the United Slates to own more than two-fiti;hs of 
the tonnage of the world. 

The inland trade moves in a circle : a larger part of the imports are 
made at the North, which pass to the South and the West — a greater 



COLONIAL AND LAKE TRADE. 



627 



part to the latter ; while the southern States furnish the chief bulk and 
amount of exports. 

The imports and exports, and tonnage inward and outward, of the 
principal commercial or Atlantic States, for the years 1825, 1840, and 
1851, were as follows : 

Imports. 



States. 



1825. 



1840. 



1851, 



Maine 

Massachusetts 

Rhode Island 

Connecticut 

New York 

Pennsylvania 

Maryland 

Virginia 

North Carolina , 

South Carolina , 

Georgia 

Louisiana 

Alabama 

Florida 

Total from all States . 



#83,311,436 



12,259,001 



96,340,075 



#86,599,858 



27,009,185 



149,895,742 



#190,260,840 



23,250,271 



216,224,932 



Expo'rts. 



States. 



Maine 

Massachusetts 

Rhode Island 

Connecticut 

New York 

Pennsylvania 

Maryland 

Virginia 

North Carolina 

South Carohna 

Georgia 

Louisiana 

Alabama 

Florida 

Total from all States 



1825. 



#31,018,734 



34,525,505 



66,944,745 



1840. 



#36,412,349 



80,269,078 



113,895,634 



1851. 



#85,238,833 



109,843,194 



196,689,718 



628 



ANDREWS REPORT ON 

Tonnage inward and outward. 





1825. 


1840. 


1851. 


States. 


Inward. 


Outward. 


Inward. 


Outward. 


Inward. 


Outward. 


Maine 

New Hampshire .... 

Massachusetts 

Rhode Island ► 

Connecticut 


696,097 

267,388 


684,398 


1,599,859 


1,396,194 

865,859 


3,779,526 
717,909 


3,491,786 


Pennsylvania ^ 

Maryland 1 








North Carolina 

South Carolina 

Georgia | 

Florida 

Alabama 

Louisiana 


355,492 


602,305 


995,875 



It is stated in another part of the report, that the resolution of the 
Senate referred to the trade of the lakes, and as the trade of the Mis- 
sissippi valley would be justly entitled to a separate report, only gen- 
eral statements would be given. 

The intimate connexion between the trade of the lakes and the Mis- 
sissippi river, and the construction of various lines of railroads and 
canals to facilitate the transportation from the river to the lakes, and 
from the lakes to the river, the circuit made by the chief articles of im- 
ports and exports, the importance of the basin of the rivers Ohio, Mis- 
souri, and Mississippi, the increasing value of the exports of the southern 
portion of the confederacy, particularly to the navigating interest of the 
North, render it necessary, however, to notice the chief outlets of the 
national products, as well as the chief inlets for the produce of other 
countries. Although the materials are not at hand to give the account 
in detail, it is hardly necessary to state that no report on the internal 
commerce would be acceptable to other portions of the confederacy if 
it failed to notice the commercial importance of the Southern Atlantic 
States, and their great commercial interests. 

The advantages to be derived from the facihties now eujo^^ed by the 
travelling public, and for the transportation of produce, are of a higher 
character than the additions they make to the wealth of the country. 
In case of an unfortunate war, particularly with a maritime power, by 
which our commerce with the ocean might be impeded, the means of 
intercommunication afforded by the rivers, canals, lakes, and railroads 
would still be enjoyed, and the domestic trade and commerce continue 
to be comparatively unmolested. 

As great interest is now manifested as to what portion o^ the trade 
of the valley of the Mississippi shall seek a southern market, the fol- 
lowing notes, prepared in part by Mr. Mansfield, of Cincinnati, will be 
found ver}^ useful and interesting by those engaged in that portion of 
the western trade. The line of separation referred to in these notes. 



COLONIAL AND LAKE TRADE. 



629 



as dividing the northern from the southern trade, is by no means fixed 
or stationary, but varies from year to year, affected by prices in differ- 
ent markets, rates of freight, &c. — the general tendency, probably, 
being to the southward. 

NOTES ON THE AMOUNT AND TENDENCY OF OHIO COMMERCE. 

The competition between the soutliern, or river route, and the north- 
ern, or lake roate, to the ocean, has become so strong in the western 
States as to excite much interest as to the dividing line which separates 
the legilimate trade of the lakes from that of the rivers. It is desirable 
to know what portion of the country is best accommodated by the 
northern, and what by the southern route ; and also to know something 
of the character of the articles vv^hich make up the principal trade of 
the different channels respectively. 

This is at first sight a difficult question, because the lakes, and the 
public works connected with them, are closed for a portion of the year, 
during which the trade tends southwardly. But there is a certain 
method of determining it. Taking, for example, the arrivals and clear- 
ances at the extremities on the lake and on the Ohio river, and then 
comparing the result with the receipts and clearances at the interme- 
diate ports, it will at once appear at what points the stream, southward 
or northward, terminates. First, then, to take the leading articles of 
groceries which depart from Cincinnati and Toledo, and arrive at 
various points on the Miami canal, we have as follows : 

1. Miami CanaL 1851. 



Articles. 


Cincinnati. 


Toledo. 




Receipts. 


Clearances. 


Receipts. 


Clearances. 


Coffee pounds. . 

Sugar do 


1,145,481 
124,225 


1,673,243 
4,361,418 
3,097,662 


66,157 
1,711,552 

686,847 


3,076,468 
772,248 
315,343 






Total 


1,279,706 


9,132,323 


2,464,556 


4,164,059 





This table proves that groceries are transported in the Miami country 
both from the lake to the river and vice versa; but that a much larger 
portion go from the river than from the lake. An investigation of the 
receipts at the various ports of the interior proves that the country north 
of Piqua, Miami county, ninety miles from Cincinnati, is supplied from 
Toledo, and the country south of it from Cincinnati. A point on the 
Miami canal, about ninety miles from Cincinnati, is therefore the point 
of division between the trade in foreign articles derived from the lake 
and that derived from the river. 

The above amounts are, of course, only a part of the whole trade 
distributed from Cincinnati ; but they are sufficient for the purposes of 
this inquiry. 



630 



ANDREWS REPORT ON 

2. Ohio Canal, 1851. 



Articles. 


Cleveland. 


Portsmouth. 




Receipts. 


Clearances. 


Receipts. 


Clearances. 


Coffee pounds . . 

Sugar do 

Molasses do 


29,812 

187,518 
132,844 


1,912,204 

1,874,274 
559,246 


10,152 
6,055 

7,750 


647,418 
2,025,715 

1,828,836 


Total 


350,174 


4,245,724 


23,957 


4 .501 969 







3. MusMngum Lnprovement, 1851. 







Articles. 




Harmar. 




Receipts. 


Clearances. 


Coffee... 








840 


633,327 
986 097 


Sugar . . 






. ,, (Jo. . . . . . 








do 


3,000 


1,557,000 




Total .... 








3,840 


3.176.424 













It appears from an examination of the statistics of the interior ports, 
where their receipts are from the Ohio canal, that the suppHes from 
the Ohio river extend as far as Newark, Licking county, about 120 
miles from Portsmouth and 150 from Cleveland. 

The Muskingum improvement extends to Dresden, on the Ohio 
canal, and the groceries are supplied from the Ohio, at Harmar, so far 
as to Zanesville, Muskingum county. 

The following tables show the aggregate of the above articles re- 
spectively shipped through the southern and northern ports of Ohio, viz : 

0?i the Canals. 



Articles. 


From Toledo and 

Cleveland. 


From Cincinnati, 
Portsmouth, and 
Harmar. 


Coffee 

Sugar 




pounds .... 

do, 


5,588,372 
2,646,522 
1,246,522 


2,953,992 
7,373,220 


Molasses 




do 


6,483,498 








Total... . 


9,481,436 


16,810,710 





It appears that groceries are supplied from the Ohio river to nearly 
twice the value of those forwarded from the lakes to the interior of 
Ohio. From consideration of these facts, it appears that the line of 
general separation may be drawn through Piqua, Miami county, Ur- 
bana, Champaign county, Columbus, Franklin county, Newark, Lick- 



COLONIAL AND LAKE TRADE. 



631 



ing county, Zanesville, Muskingum county, and whence diverging to 
the northeast it terminates in the neighborhood of Steubenville. 

If the same inquiry be extended to the exports of domestic produce 
from the interior of Ohio, the hne of separation will be found to run 
nearer to the Ohio river, but across nearly the same tract of country. 
The following are aggregates of the receipts, in leading articles of do- 
mestic produce, at the lake and river ports : 



J 

Articles. 


At Cincinnati, 
Portsmouth, & 
Harmar. 


At Cleveland 
and Toledo. 






468,462 
66,321 
21,897 
74,000 

711,125 
98,873 


1,598,567 

56,567 

33,945 

4,761 

3,561,020 
58,777 


Pork and hams 


do 


Lard 


do 


Live hogs 




Corn 




Whiskey 


. . , barrels 





In reference to the public works of Ohio, therefore, the greater 
quantity of flour and grain is exported from the lake ports ; but the 
larger proportion of live stock, animals, provisions, and whiskey pass 
through the river ports. As hogs are chiefly driven to Cincinnati, the 
above table expresses but a very small portion of the animal food re- 
ceived from the interior at the ports of Cincinnati and Portsmouth. 
The export trade of Cincinnati will be shown in another table. By 
examination of the arrivals and clearances of domestic produce on the 
Miami canal, it appears that flour and other products are shipped to 
Cincinnati from Piqua or its vicinity — about 100 miles to the north- 
ward. The line of separation, in regard to the productions of Ohio, 
will, therefore, be found very near to the centre of the State. Nothing 
of domestic produce, in the immediate Ohio valley, except, perhaps, 
tobacco, wool, and manufactured articles, go to the lake ports. In the 
articles of tobacco and wool the trade almost altogether tends lake- 
wards. 

The following table of the imports of lumber, from the exterior to 
the interior ports, will show the tendency of that article at the present 
date. It must be observed, however, that the amount is a mere frac- 
tion of the whole, because the lumber imported into southern Ohio is 
almost exclusively brought from the Alleghany region, down the Ohio; 
though recently lumber has found its way through Toledo and Cleve- 
land. 





Lumber. 


Lath. 


Timber. 


Cleveland 


feet 


9,574,435 

8,610,951 

2,860,453 

29,850 

169,195 




97,321 


Toledo 


do 


1,915,200 




Cincinnati .•••>•....•.. 


do . - 






do 





3,131 








456 










Total 


21,234,884 


1,915,200 


100,908 







632 Andrews' report on 

It seems from this that six-sevenths of the lumber imported into the 
State by the public works for the use of the interior comes in by the 
lake ports. 

It follows, then, from the above facts, that tw^o-thirds the coftee and 
six-sevenths of the lumber passing over the public works for consump- 
tion in Ohio are imported through the lake ports ; but that three-fourths 
the sugar and molasses, and nearly all the tobacco, are imported through 
the river ports. Sugar and molasses, the products of Louisiana, are 
distributed from Cincinnati through the Northwest, even to the shores 
of the lakes. 

Of the produce of Ohio, three-fourths of the flour and grain are ex- 
ported through the lake ports, but more than three-fourths of the pork, 
lard, and whiskey through the ports of the Ohio river, as will be seen 
by reference to the principal exports of Cincinnati, as connected with 
the above canal receipts. 

Should the question now arise as to the comparative value of the 
exports of Ohio, it appears from the foregoing tables that the exports of 
flour, and w^heat reduced to flour, amount to 2,067,029 barrels, or, re- 
duced to grain, 10,335,145 bushels of wheat. But the exports from 
Sandusky, derived from a very fertile region of country, and from 
Milan, have in some jeavs amounted to 600,000 barrels, including 
wheat reduced to flour ; while there are also large exports of grain by 
the Penns3dvania arid Ohio conal, and from various small ports on the 
Ohio river. The total export of wheat may therefore be set down as 
equivalent to fifteen milhons of bushels, or to three millions of barrels 
of flour. In the years 1850 and ].851, the v/heat crop of Ohio was 
equal, in the aggregate, to 65,000,000 bushels. The consumption of 
two millions of people, at seven bushels each, is fourteen millions per 
annum. We have, then, as the result of these two 3^ears : 

Consumption 28,000,000 bushels. 

Exported 30,000,000 '• 

Stock on hand 7,000,000 '^ 

Total 65,000,000 " 



It is possible that the quantity consumed may exceed, and the stock 
on hand fall short of, the figures assumed ; but there is no tmie when, 
with an average crop of wheat and corn in Ohio, there is not a large 
surplus on hand to meet the demands of an export trade. If the above 
export of flour and wheat be compared with the results of our exports 
to foreign countries in 1850, it will be seen that the State of Ohio alone 
exports a quantity of wheat and flour equal to double the whole foreign 
export of 1850. On an average of seasons, Ohio now exports an 
amount nearly equal to the entire export of the United States ! 

The flour exported by the lakes is largely consumed by the manu- 
facturing population of the Eastern States, the amount received in New- 
England from the West being about equivalent to a miUion of barrels 
per annum. 

Of corn, Ohio probably exports five miflions of bushels, and of oats 
also a large quantity. 



COLONIAL AND LAKE TRADE. 633 

Of animal provisions, the following table exhibits a general summary, 



VIZ 



Pork, of all descriptions 300,000 barrels. 

Lard do 100,000 " 

Lard oil do 30,000 " 

Beef do 50,000 " 

Considering the agricultural or strictly domestic produce of Ohio ex- 
ported as a whole, the annexed table very nearly exhibits the entire 
exports of the most important articles for 1851 : 

Flour, and wheat reduced 3,000,000 barrels. 

Corn 5,000,000 bushels. 

Small grain 500,000 " 

Wool 7,000,000 pounds. 

Pork „ 300,000 barrels. 

Lard 100,000 " 

Lard oil 30,000 " 

Beef. 50,000 " 

Cheese 10,000,000 pounds. 

Butter 8,000,000 " 

Candles 1,500,000 " 

Soap 300,000 '^ 

Whiskey 300,000 barrels. 

The market value of the above articles amounts, in round numbers, 
to twenty-live millions of dollars. The smaller articles, not enumerated, 
would bring up the total to full thirty millions. The manufactures of 
Cincinnati and other towns exported to foreign countries may be set 
down at ten millions in addition. So that the aggregate export of things 
produced wholly within the State, and sold abroad, may be safely 
estimated at full forty millions per annum. The trade of a State, how- 
ever, consists not only of its own produce, but likewise of all the articles 
imported, and of the local trade from port to port. The aggregate 
trade of the various towns and ports of Ohio, import and export, 
probably amounts to one hundred and twenty millions per annum. 
Some idea of this may be attained by consideration of the following 
table of exports in the most material articles for the port of Cincinnati ; 



634 Andrews' report on 

Exports of Cincinnati for 1845 and 1850, with the per cent, of increase. 





1845. 


1850. 


Increase. 


Beef 

Butter 

Candles . 


barrels. . . . 

kegs 

• • • • • • boxes 


31,489 

28,510 

3,757 

47,539 

13,037 

194,700 

1,238 

2,937 

248,753 

1,650 

71,633 

404,426 

2,708 


33,871 
52,475 

113,412 

122,005 
38,158 

390,131 
9,776 

152,365 

*223,245 

26,110 

224,254 

4,753,953 

21,533 

13,000 

35,729 

349,181 
10,350 
25,080 
22,103 
11,978 

250,611 


7 per ct. 
90 - 
2 900 " 


Cheese ........>............ 


„ . , boxes 


140 *' 


Coffee 


• ••«•••• .sacks . . • . . 


200 '* 


Flour 


barrels. . . . 


100 " 

800 " 


Iron 

Lard 


pieces 

kegs 


500 " 

1,400 '■' 
200 " 


Pork 


, barrels . . . . 


Pork in bulk 

Soap 

Sugar 

Salt 


pounds. . . . 

boxes 

hhde 


1,000 " 
700 " 


• ••••••• barrels • 






Merchandise 

Merchandise 


packages. . 

tons 


"**23*603* 
2,106 
9,046 
7,975 
3,950 
133,578 


1,400 " 

400 " 


Molasses 

Manufactures 

Tobacco 

Whiskey and liquors 


tons 

pieces . . . . 

hhds 

barrels 


180 " 

175 '« 

200 '* 

90 '* 



* Decrease. 

This table demonstrates that the export trade of Cincinnati has in- 
creased more than two hundred per cent, in the last five years. Its 
power and tendency to increase no less rapidly for many years to come 
is undoubted. There are many smaller articles not included in the 
above. The total value of exports from Cincinnati is therefore estimated 
at above thirty millions of dollars, and the aggregate value of its trade 
to be sixty millions per annum. 



COLONIAL AND LAKE TRADE. 



635 



Of the exports from Cincinnati, a large part are manufactured articles, 
in which Cincinnati exceeds, proportionably to its population, any town 
of the United States. The following table of manufactures in Cincin- 
nati for 1840 and 1850, with their increase per cent., will show what a 
mass of products there are there which afford a surplus for other 
markets : 



-mills 



1. Manufactures of iron, viz: 

Boilers, engines, machinery, sugar 

grates, stoves, rails, &c 

2. Manufactures of cloth and clothing, viz : 

Bagging, sheeting, clothing, hats, caps, 
shirts, bonnets, &c 

3. Manufactures of leather, viz : 

Leather, boots, shoes, hose, harness, &c. . . . 

4. Manufactures of wood, &c., viz : 

Furniture, boxes, blinds, buckets, trunks, re- 
frigerators, &c 

5. Manufactures of grease and oil, viz : 

Soap, candles, stearine, lard oil, &c 

6. Alcohol, wines, rectified spirits, &c 

7. Manufactures of copper and tin, viz : 

Bells, tin-ware, copper-plates, &c 

8. Manufactures of animal meats, viz : 

Beef, pork, hams, pickled meats, &c 

9. Books and book publications 

10. Cars and carriages. 

11. Flour and feed 

12. Miscellaneous manufactures, viz : 

Chemicals, tobacco, white lead, steam- 
boats, &c 



1840. 



$1,288,199 



1,940,450 



937,715 

353,940 
145,000 

313,300 



127,000 
816,700 



1,138,300 



1850. 



$5,547,900 

4,427,500 
2,589,650 

2,356,890 

4,545,000 
4,191,920 

515,000 

5,895,000 

1,246,540 

355,937 

1, 690 ; 000 

2,488,000 



35,739,337 



Increase. 



330 per ct. 

130 '' 

250 " 

150 '' 

1,300 " 

3,000 '^ 

65 '^ 



200 
100 



220 



300 per ct. 



The above classification does not include the merely mechanical 
work, such as carpentering, bricklaying, painting, &c., where the result 
is wholly local. It includes only those manufactures of which part 
may be exported. 

At Cincinnati, the destination of the principal articles of export is 
as foUows : 



Beef 

Com 

Flour 

Lard 

Pork and bacon 

Coffee 

Sugar 

Molasses 



New Orleans and 
down-river ports. 



97 per cent. 

96 

97 

83 

79 

32 

10 

10 



Up-river ports. 



1 percent. 
1 



2 
8 
16 
20 
30 
50 



Northward, 



2 per cent, 

3 

1 

9 

5 

48 
60 
40 



636 ANDREWS' REPORT OX 

This table demonstrates that of the produce of Ohio — beef, pork, 
lard, flour, and corn — nearly the whole quantity, as exported from Cin- 
ciuiiati, goes down the river ; a small portion only up the river ; and but 
a small iiractional part northward by canal or railway. On the other 
hand, coffee, sugar, and molasses — productions of the South — tend 
northward. Sugar and molasses are carried, through Cincinnati, to the 
borders of the lakes ; while coffee, as we have seen, principally im- 
ported from Boston, Philadelphia, and Baltimore, finds its way by the 
lakes to Cincinnati. 

The result of the tables hereinbefore adduced is to prove that the 
trade of the Ohio valley originates in and is controlled by itself All 
the produce of Ohio, from a line running through Piqua, Newark, 
Dresden, &c., tends to the Ohio valley. All the tobacco, hogs, cattle, 
salt, and lumber of Kentucky and Virginia, for one hundred and fifty 
miles south of the Ohio, tend to the Ohio river, and by that route mostly 
to Cincinnati. All the produce, of whatever kind, concentrated in the 
Ohio valley, looks for transport to the Ohio river, instead of passing 
northward by canal or railway — in the ratio of ten to one. The arti- 
cles of sugar and molasses will, in future, be supplied to Ohio and In- 
diana almost exclusively by way of the Ohio river. The construction 
of railroads, by facilitating distribution, is augmenting that tendency, 
and thence the business of distributing in Cincinnati is greatly on the 
increase. For the same reason, much of the coffee which has hereto- 
fore been bought in the North will hereafter be imported, at first hands, 
from Brazil and Cuba, entered at the port of Cincinnati, and distri- 
buted by the jobbing houses of that city. 

Cincinnati, being the most prominent city in the valley of the Ohio, 
deserves a more specific notice. 

CINCINNATI; OHIO. 

This is the largest city west of the Alieghanies, and is situated on 
the northern bank of the Ohio, in latitude 39^ 6' 30" north, and longi- 
tude 70o 24' 25" west from Washington. Its site is just opposite the 
mouth of the Licking river, which comes into the Ohio between New- 
port and Covington, Kentucky. It is distant from New Orleans about 
1,450 miles ; from Pittsburg, 455 miles ; from Louisville, 132 miles ; 
and from the mouth of the Ohio about 500 miles by the course of the 
rivers ; from Baltimore, 500 miles ; from Philadelphia, 600, and from 
New York, 650 miles, by post-route. The population in 1800 was 750 
persons ; in 1810, 2,540 ; in 1820, 9,602 ; in 1830, 24,831 ; in 1840, 
46,338 J and in 1850, 116,108. This exhibition of increase in popula- 
tion has rarely been equalled by any city on the globe ; and there is 
very little doubt that the same, or a greater ratio of augmentation will 
be preserved during the present period often 3^ears, to elapse previous 
to 1860. 

The numerous railways in process of construction, and already in 
operation, which vili be tributary to her business, must have a very 
beneficial and prosperous effect upon her growth. The Ohio and Mis- 
sissippi road, which will connect her with St. Louis, the next great 
western mart in point ot" size, b}^ almost an air-line, cannot but be very 



COLO?^IAL AN1> LAKE TRADE. 



637 



advantageous to her business interests, by opening to her trade a sec- 
tion of country which has heretofore had no access to markets of such 
importance as these two cities. 

A full description of this and all other railway and canal routes lead- 
ing to or from Cincinnati will be found in another part of this report, 
devoted especially to such improvements. 

The commerce of Cincinnati, as has been seen by the preceding 
notes on Ohio commerce, and will be more fully illustrated by the fol- 
lowing tables, is immense, embracing almost every variety of produc- 
tion and manufactures. The river, at the point where the city is located, 
is about six hundred yards in w^idth, and its mean annual range from 
low to high water is about fifty feet. In the midsummer the water is 
sometimes so low as almost to prevent the navigation of the river by 
steamers above the city; general^, however, boats of light draught can 
proceed to Pittsburg without much difficulty, except they may be 
prevented a few weeks in midwinter by floating ice. 

The succeeding tables, prepared by direction of the Chamber ol 
Commerce of Cincinnati, exhibit the commerce of the port in detail, 
giving the quantity and character of the articles entering into its com- 
position during the period of five years past. 

Imports into Cincinnati^ from all sources, for 1847-'48, 1848-'49, 1849-'50, 

1850-'5J, 1851-'52. 



Articles. 



Apples, green bbls. 

Beef do. . 

Beef tierces . 




jing pieces. 

Barley bush . 

Beans do . . 

Butter bbls. 

Butter kegs. 

Blooms tons. 

Bran, &c sacks. 

Candles boxes. 

Corn bush , 

Corn-meal do . . 

Cider bbls. 

Cheese casks. 

Cheese boxes . 

Cotton bales. 

Coffee sacks. 

Codfish drums . 

Cooperage pieces. 

Eggs boxes and bbls . 

Flour bbls . 

Feathers sacks . 

Fish bbls. 

Fish kits. 

Fruit, dried bush . 

Grease bbls . 

Glass boxes. 

Glassv/are .pkgs 

Hemp bundles and bales. 

Hides .loose . 

Hides, green .lbs. , 

Hay bales. , 



79,228 

165,528 

8,757 

6,625 

6,405 

2,203 

1,941 

133 

361,315 

29,542 

2,289 

164 

138,800 

13,476 

80,242 

311 

179,946 

4,03;: 

151,518 

4,467 

19,215j 

725 

27,464 

585 

20,281 

15,025 

15,349; 

33,7451 

10,829; 

8,036 



1848-'49. 


1849-'50. 


22,109 


6,445 


348 


801 


27 


15 


2,094 


324 


87,460 


137,925 


3,067 


5,565 


7,721 


3,674 


7,999 


7,487 


9,513 


2,545 


21,995 


49,075 


414 


718 


344,810 


649,227 


5,504 


3,688 


4,346 


453 


281 


97 


143,265 


165,940 


9,058 


8,551 


74,961 


67,170 


515 


464 


147,352 


201,711 


4,504 


2,041 


447,844 


231,859 


4.908 


3,432 


18,146 


14,527 


1,059 


1,290 


38.317 


11,802 


878 


1,169 


33,868 


34,945 


19,209 


25,712 


11,161 


12,062 


23,766 


30,280 


22,774 


14,J81 


12,751 


14,452 



1850-'51. 



16,934 
1,101 

18 



111.257 
31,037 

8,259 

11,043 

2,727 

50,976 

697 

489,195 

5,508 

1,047 

74 

205,444 

7,168 

91,177 

441 

146,691 

5,956 

482,772 

2,858 

19,826 

2,694 

41,824 

876 

37,099 

28,619 

13,254 

8,132 

25,424 

12,691 



1851- '52. 



71,182 

1,609 

1,145 

71 

89,994 

14,137 

10,203 

13,720 

4.036 

131,014 

653 

653,788 

8,640 

874 

46 

241,753 

12,776 

95,732 

431 

135,118 

10.544 

511,042 

6,716 

20,076 

1,075 

24,847 

1,936 

44,004 

36,602 

18,334 

54,647 

54,905 

9,270 



638 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles, 



Herring .boxes . . 

Hogs head. . 

Hops bales. . 

Iron and steel pieces. . 

Iron and steel bundles. . 

Iron and steel tons . . 

Lead pigs . . 

Lard bbls. . 

Lard kegs. . 

Leather bundles. . 

Lemons boxes. . 

Lime bbls . . 

Liquor hhds. and pipes. . 

Merchandise & sundries pkgs. , 

Merchandise & sundries. . . .tons. . 

Molasses bbls. . 

Malt bush.. 

Nails kegs. . 

Oil... bbls.. 

Oranges boxes . . 

Oakum bales . . 

Oats bush . . 

Oil cake lbs . . 

Pork and bacon hhds. . 

Pork and bacon tierces. . 

Pork and bacon bbls. . 

Pork, in bulk lbs . . 

Potatoes bbls. . 

Pig metal tons . . 

Pimento & pepper bags. . 

Rye bush. . 

Rosin, &c bbls. . 

Raisins boxes. . 

Rope, twine, &c pkgs. . 

Rice tierces . . 

Sugar hhds. . 

Sugar o bbls . . 

Sugar boxes . . 

Seed, flax bbls. . 

Seed, grass do . . . 

Seed, hemp do.. . 

Salt sacks . . 

Salt bbls.. 

Shot ^, , . .keg£ 

Tea pkgs. . 

Tobacco hhds . . 

Tobacco bales. . 

Tobacco boxes and kegs. . 

Tallow bbls.. 

Wines bbls and qr. casks. . 

Wines baskets and boxes . . 

Wheat bush . . 

Wool bales . . 

Whiskey bbls . . 

Yarn, cotton P^^gs. 

Yarn, cotton bales. . 



1847-'48. 



4,191 

49,847 

645 

197.120 

34,213 

827 

39.607 

37,978 

41,714 

6,579 

3,068 

63,364 

3,115 

381,537 

7,308 

51,001 

7,999 

59,983 

6,618 

5,007 

1,486 

194,557 

2,822,793 

4,420 

140 

69,828 

9,643,063 

22,439 

21,145 

3,455 

24,336 

11,668 

22,795 

7,806 

2,494 

27,153 

11,175 

2,928 

32,060 

4,968 

214 

65,265 

94,722 

809 

2,931 

4,051 

1,229 

14,815 

2,473 

2,251 

2,272 

570,813 

1,943 

170,436 

6,403 

288,095 



1848-'49. 



1849-'50. 



2,960 
52,176 

238 

187,864 

29,889 

1,768 

45,544 

28,514 

48,187 

6,97.5 

4,181 

61,278 

4,476 

68,582 

837 

52,591 

29,910 

55,893 

7,427 

4,317 

1,423 

185,723 

1,767,421 

6,178 

465 

44,267 

9,249,380 

17,269 

15,612 

1,257 

22,233 

3,298 

14,927 

3,950 

3,?65 

22,685 

7,575 

1,847 

22,859 

5,928 

510 

76,985 

76,496 

818 

7,41 

3,471 

1,311 

12,463 

1,829 

2,683 

2,101 

385,388 

1,686 

165,419 

5,562 

262,893 



3,546 

60,902 

799 

186,832 

55,168 

2,019 

49,197 

34,173 

63,327 

9,620 

4,183 

56,482 

5,802 

308,523 

4,540 

54,003 

41,982 

83,073 

5,049 

6,819 

1,799 

191,924 

27,870 

7,564 

2,358 

43,227 

13,257,560 

3,e 

17,211 

2,558 

23,397 

12,349 

11,936 

3,061 

3,556 

26,760 

13,005 

2,467 

15,570 

4,432 

314 

110,650 

114,107 

1,44 

9,802 

3,213 

887 

17,772 

1,225 

6,874 

4,296 

322,699 

1,277 

186,678 

3,494 

174,885 



1850-'51. 



3,832 

111,485 

756 

225,039 

66,809 

2,570 

59,413 

36,848 

31,087 

10,399 

3,377 

57,537 

1,465 

175,138 

3,370 

61,490 

21,356 

83,761 

6,764 

9,302 

1,739 

164,238 

194,000 

6,277 

1,1»3 

31,595 

14,631,330 

19,649 

16,1J0 

2,027 

44,308 

12,511 

15,648 

2,007 

4,783 

29,808 

18,584 

3,612 

20,319 

4,104 

68 

50,474 

79,358 

1,567 

7,821 

3,701 

1,697 

19,945 

3,682 

3,401 

5,060 

388,660 

1,866 

244,014 

5,577 

124,594 



1851- '52. 



5,149 

160,684 

1,591 

194,107 

54,078 

10,111 

54,733 

36,047 

32,283 

11,384 

4,434 

64,817 

3,162 

458,703 

1,958 

93,132 

33,220 

64,189 

8,305 

4,547 

1,843 

197,868 

247,400 

10,333 

1,987 

22,501 

16,532,884 

20,739 

22,605 

1,425 

58,317 

14,184 

28,417 

3,203 

3,782 

39,224 

15,237 

2,259 

48,074 

10,819 

304 

91,312 

58,020 

1,688 

12,810 

11,410 

1,996 

23,000 

5,930 

4,482 

8,322 

377,037 

4,562 

272,788 

10,836 

167,002 



'^^It will be observed that the articles enumerated in the fi)regoing 
table comprise the whole importations into Cincinnati, whether from 
up the river, down the river, by canal or railway, by land or water. 

The value of these imports, independent of the item of mercliandise 
and sundries, was estimated lor the year ending August 31, 185 2, a 



COLONIAL AND LAKE TRADE. 



639 



the sum of $24,715,331. Estimating merchandise upon the basis of 
valuation used in the Miami and other districts on the lakes, would give 
a farther amount of $32,146,400 — making the aggregate import com- 
merce amount to $56,861,731. 

Statement of the 2?rincipal articles of exyort from Cincinnati hy all land and 
water routes for the years 1847-'48, 1848-'49, 1849-'50, 1850-'51, 
1851-'52. 



Articles. 



Apples, green 

Alcohol 

Beef 

Beef. 

Beans 



...bbls., 
,..do.., 
...do., 
.tierces. 
...bbls. 



1847- '48. 



Brooms dozen. , 

Butter bbls., 

Butter kegs. , 

Bran, &c sacks. , 

Bagging pieces. , 

Corn sacks. . 

Corn-meal bbls . . 

Cheese casks. , 

Cheese boxes . . 

Candles , do . . , 

Cattle head. , 

Cotton bales . 

Coffee sacks . 

Cooperage pieces . 

Eggs bbls . 

Flour do . . 

Feathers sacks. 

Fruit, dried bushels. 

Grease .bbls . 

Grass seed bbls. 

Horses head . 

Hay bales. 

Hemp -. . .do . . 

Hides lbs.. 

Hides No. 

Iron pieces . 

Iron bundles . 

Iron tons. 

Lard bbls . 

Lard kegs . 

Lard oils bbls. 

Linseed do . . 

Molasses do . . 

Oil cake. . . .- tons. 

Oats sacks. 

Potatoes bbls. 

Pork and bacon hhds. 

Pork and bacon tierces. 

Pork and bacon bbls. 

Pork, in bulk lbs . 

Pork boxes. 

Rope, &c pkgs. 

Soap boxes. 

Sheep head. 

Sugar hhds . 

Salt bbls. 

Salt sacks. 

Seed, flax bbls. 

Merchandise pkgs. 

Merchandise tons . 



8,512 

1,771 

14,811 

3,615 

1,097 

3,760 

2,937 

28,315 

3,761 

12,632 

53,021 

19,999 

30 

59,374 

29,189 

733 

6,123 

18,581 

36,924 

9,450 

201,011 

3,736 

5,074 

4,268 

2,431 

1,268 

94 

5,659 

60,880 

9,024 

127,193 

17,351 

6,916 

81,679 

208,696 

8,277 

3,878 

18,322 

4,397 

41,675 

15,687 

37,162 

8,862 

196,186 



1848-'49. 



759,188 
5,556 

11,095 
1,400 

11,559 

39,656 

5,057 

2,785 

341,363 

16,848 



5,824 
3,022 

12,523 
9,332 
1,680 
3,333 
1,272 

24,398 
233 

15,910 

7,176 

3,060 

121 

55,134 

39,640 

97 

4,009 

18,909 

55,617 



8,317 
6,922 

2,387 

378 

1,040 

2,198 



43,025 
7,081 
6,270 

37,521 

[30,509 

9,550 

3,020 

17,750 

2,274 

212 

7,073 



186,192 



1849- '50. 



924,256 

4,369 

11,303 

522 

8,443 

39,990 

5,403 



21,466 



3,519 

3,302 

7,558 

6,625 

2,469 

7,355 

964 

24,393 

4,322 

9,353 

57,248 

1,179 

106 

86,902 

67,447 

30 

1,896 

22,030 

73,637 

4,246 

98,908 

5,380 

1,850 

7,597 

2,528 

468 

564 

1,164 

62,865 

11,225 

54,075 

36,245 

5,767 

38,192 

170,167 

16,984 

4,879 

25,878 

743 

5,023 

5,283 

23,529 

22,477 

193,581 

13,448 

2,310,699 

3,451 

17,443 



9,650 

29,509 

8,301 

333 

615,641 

11,109 



1850- '51. 



5,038 

19,937 

9,356 

1,832 

8,735 

3,258 

36,185 

5,789 

8,212 

20,137 

2,148 

25 

121,755 

113,412 

440 



1851-'52. 



7,223 

7,607 

20,015 

9,023 

1,611 

7,934 

3,006 

31,395 

10,543 

12,918 

51,231 

928 

71 

150,689 



38,158 


43,654 


63,804 


64,279 


7,258 


9,160 


390,131 


408,211 


4,095 


7,876 


17,480 


6,413 


4,426 


4,732 


2,830 


7,587 


599 


944 


638 


554 


3,112 


3,616 


48,079 


142,823 


12,459 


31,775 


108,255 


172,409 


44,110 


36,368 


9,776 


11,329 


30,391 


47,862 


71,300 


115,845 


26,110 


24,830 


7,881 


9,377 


25,090 


48,866 


963 


1,601 


11,707 


2,718 


19,823 


23,844 


30,220 


43,933 


20,762 


34,398 


122,086 


131,560 


2,974 


3,912,943 


,753,953 


2,372 


6,272 


9,365 


31,553 


28,033 


460 


45 


13,000 


20,360 


28,585 


27,022 


7,144 


16,314 


443 


3,520 


349,181 


656,793 


10,356 


11,241 



640 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles. 



1847-'48. 



1848-'49. 



1849-'50. 



1850- '51 I 1851- '52. 

I 



Liquors bbls. . 

Manufactures pieces. . 

Produce pkgs. . 

Starch boxes. . 

Tallow bbls.. 

Tobacco kegs and boxes. . 

Tobacco hhds . . 

Tobacco bales, .j 

Vinegar bbls . . ! 

Whiskey bbls . . j 

Wool bales . . i 

Wool lbs.. I 

White lead kegs , . | 

Pieces of castings No. . . | 

Pieces of castings tons. .! 



9,364 
42,412 

28,822 
8,177 
5,682 
9,352 
3,812 
123 
2,753 



298 
037 



10,913 

94,904 

17,609 

7,904 

4,975 

7,497 

3,309 

126 

1,288 

136,911 

1,109 



11,798 

.56,810 

10,327 

9,491 

4,311 

6,905 

4,847 

77 

2,404 

179.540 

2,156 

16,841 

40,294 

54,399 



22,103 I 
13,958 I 
14,109 

5,927 
18,345 

2,856 ! 
160 I 

3,756 j 
231,324 ! 

2,725 

4,836 I 
50,857 ! 
36,266 

1,121 



49,348 
66,200 
42,333 
18,293 

3,039 

24,761 

10,821 

'629 

5,965 
276,124 

3,404 

2,972 
65,514 
33,942 

1,629 



A glance at the table of exports will satisfy the observer that the 
exports are of the same ar'*:icles as the imports, and that the major part 
of the property here noted is merely in transitu, passing through the 
commercial houses of Cincinnati on its way to a northern or southern 
destination. 

Many articles, it will also be observed, are much modified in their 
shape during their stay — such as pork, lard, whiskey, tallow, &c. 
These tables possess much interest, as showing the course of trade at 
this point, as well as exhibiting its nature and character more fully 
than can be otherwise done. 

PITTSBURG, PENNSYLVANIA. 



The city of Pittsburg is situated in the western part of Pennsylva- 
nia, at the head of navigation on the Ohio river, which is formed at that 
point by the union of the waters of the Alleghany and Monongahela. 
It is in 42o 30' north latitude, and 80^ 2' west longitude ; 230 miles 
from Baltimore, and 297 from Philadelphia ; 200 miles from Harris- 
burg^, and 226 from Washington. It had a population, with its suburbs, 
in 1800, of 1,565 persons, and in 1850, of about 83,000. The enu- 
meration of the inhabitants of the city proper was, in 1810, 4,768 ; in 
1820, 7,248; in 1830, 12,542; in 1840, 21,115; and in 1850, with 
its suburbs, 83,000. This number for 1850 includes Alleghany city, of 
upwards of 20,000 inhabitants, and some smaller places in the vicinity. 
Alleghany county, of which Pittsburg is the principal town, had a popu- 
lation, in 1850, of 138,098, having gained, since 1840, nearly 57,000. 
In this county a larger capital is invested in iron manufactures than in 
any other county in the State, which is pretty good evidence that, at 
present at least, it offers greater inducements to that branch of industry 
than any other point. Except at short periods of very dry seasons, the 
Ohio is navigable to Pittsburg by boats of light draught. It is not, 
however, navigable tor boats of the largest class during any consider- 
able portion of the season. When the sorina freshets occur there 



spr 



COLONIAL AND LAKE TRADE. 641 

is deep water ; but the boats built at Pittsburg are adapted to the 
lowest possible draught, so that they may transact business nearly the 
whole 3^ear. At times, in severe winters, there is sufficient floating ice 
in the upper Ohio to impede navigation for a few days. The principal 
harbor is furnished by the Monongahela river, which has a better depth, 
of water than the Alleghany. The city lies chiefly between the two. 
It has rather a pleasant site, and is surrounded with hills of bituminous 
coal, which can be quarried and delivered in the city at a triffing ex- 
pense. It is to this fact, and the close proximity of good iron ores, that 
Pittsburg owes her great growth in manufactures. Pittsburg is the 
great entre'pot of western Pennsylvania, from the Ohio and Missisippi 
basin and from the lakes. The Ohio river gives her an ehgible con- 
nexion with the first, and its trade ; while the Beaver and Erie and 
Ohio canals give her access to the latter; and the Pennsylvania canal 
from Johnstown, gives her the command of the principal portion of the 
trade of the State west of the AUeghanies. Besides these connexions, 
however, Pittsburg is about to reap great benefits from numerous rail- 
way projects, which will soon be in operation in various portions of 
western Pennsylvania. These are spoken of pretty fully in another 
department of this report, and it is therefore unnecessary to describe 
them under this head. One of the most important of all these 
projects is the Pittsburg and Olean railway, which will pass through 
some of the best agricultural counties in the State, but which heretofore 
have not had access to a market, sufficiently expeditious to develop their 
rich and varied resources. To connect with the route just mentioned, 
a road is about to be built from Buffalo, at the foot of Lake Erie, to 
Olean. This road will connect the western termini of the Pennsylva- 
nia canals with the western termini of the New York canals, and the head 
of Ohio navigation with the great lake port at the eastern terminus of navi- 
gation on Lake Erie. Buffalo will have access also to the coal and iron of 
Pittsburg and other portions of Pennsylvania by a direct route, and by 
a mode, too, which enjoys superior advantages over all others in carry- 
ing coal. Railway tracks may be laid direct fr-om the city to the mine, 
and follow up the quarry indefinitely, perhaps, so that by such a mode 
no transhipment or cartage is required; but, with water communication, 
it cannot be done so easily. There, coal must be carted from mine to 
boat, and when arrived at the place of destination, instead of being 
dumped right from the cars into the coal-yard, as upon railways, it must 
be raised out of boats and carted away to the yard. Perhaps coal and 
other minerals or ores are the only kind of heavy articles of which it can 
be said, with truth, that they may be transported more cheaply by rail- 
way than by water. The manufactures and commerce of Pittsburg are 
immense; but no returns, later than those of the census of 1850, are at 
hand, by which to exhibit the exact value of the former, and the com- 
mercial returns are but indifferently kept at any time. Below, such 
authentic data are presented as could be procured indicative of the cha- 
racter and extent of each. 

In 1840 there were in operation in Pittsburg and Alleghany city 
thirty-two furnaces and forges, with a capital of $1,437,000 ; the total 
capital emplo3^ed in manufactures was stated at ^2,784,594. The tori-, 
nage of the port, in 1840, was estimated at 12,000 tons. 
41 



642 



ANDREWS REPORT ON 



In 1850, according to the returns of the United States census, Alle- 
ghany county had manufactures of all kinds employing capital, and 
yielding annual products as follows : 





No. of 
manufac- 
tories. 


Capital in- 
vested. 


Value of ma- 
terial. 


Hands em- 
ployed. 


Value of an- 
nual product. 


Pittsburg 


819 

120 
328 


^5,944,383 
1,469,790 
3,441,721 


f 5, 677, 890 
1,156,018 
2,590,498 


8,436 
1,817 
4,400 


PO, 038, 721 
1 844 706 


Alleffhany citv. 




4.802 eo.s 






Total 


1,267 


10,855,844 


9,424,496 


14,653 


16,686,032 





The great bulk of the above aggregate of nearly seventeen million 
dollars of the product of industry is made up of manufactures of various 
kinds of iron, steel, nails, glass, cotton, clothing, boots and shoes, cabi- 
net-ware, whiskey, flour and provision-packing. Iron, of course, takes 
the lead, and enters into almost all kinds of manufactures to a greater 
or less degree. 

It is proper to remark here, that little reliance is to be placed upon the 
accuracy of census returns, generally, in matters of business which re- 
late to the actual substance of men so intimately as the above queries 
indicate. Various motives instigate different persons to give replies 
susceptible of constructions very wide of the mark aimed at by the 
government — sometimes above, perhaps, but generally very far below 
the real value of the property or business undergoing investigation. 
Business men are proverbially jealous of all intermeddling in their af- 
fairs ; and so, however good the object of the meddler may be, or how 
innocent soever the instrument employed, the replies are usually so 
colored, as it is supposed will best subserve the interests of their maker. 
Hence, such returns should be used under a full view of the circum- 
stances and with many grains of allowance. In the case of Pittsburg 
and vicinity, all commercial returns, lately compiled, present very dif- 
ferent results from those of the census. That city is well known to be 
one of the most prominent in all the western valleys for the construction 
of steamers — both of wood and iron— an interest which does not fully 
appear in the census returns. It is said that the number of steamers- 
built at this place, during a series of years, will average about one per 
week. Supposing this statement to be correct, and that tlie value of the 
machinery and joiner- work was included under those heads, which is 
hardly probable, there is still the cost of material and labor required to 
construct fifty-two hulls, unaccounted for, which, al the moderate aver- 
age valuation of ten thousand dollars each, would amount to five hun- 
dred and twenty thousand dollars. 

This is but a single item ; and it is not at all improbable that many 
more might be cited, less important to be sure, but still capable of 
adding their quota to the general aggregate. In western Pennsylvania — . 
thai is, in the twenty-two counties west of the Alleghanies — there were 
different varieties of iron works iu thirteen of the counties, to the num- 
ber of one hundred and forty, involving the investment of $6,887, 376» 



COLONIAL AND LAKE TRADE » 643 

The principal, and, in fact, almost the only accessible market for the 
products of this immense capital, is Pittsburg. During late years, it is 
well known many of them have remained idle, owing to the low, un- 
remunerating prices of iron. But the late advance of prices in Europe, 
and the present high rates, are stimulating this important interest, and, 
inviting capital, and labor to engage in it, with good prospects of an 
adequate reward. Pittsburg must, therefore, soon reap a rich harvest 
in the augmentation of her traffic from this source. Pittsburg, however, 
is not entirely dependent on the suburban counties for her iron manu- 
factures. There are in the city fifteen rolling-mills, having a capacity 
for making 49,200 tons of bar, rod, hoop, sheet, Emd boiler iron, nails 
and spikes, and bar and sheet steel, annually. Of the above fifteen 
works, six are employed in the conversion of steel ; of which they made, 
in 1850, 6,07,8 tons. In the same works there were 205 nail machines, 
capable of turning out 1,000 kegs of 100 lbs. each, or an aggregate of 
10,250 tons. The aggregate value of the products of these fifteen 
works is estimated at $3,425,000. 

The pig-iron consumed in these and similar manufactories is supplied 
by the foundries located upon the several rivers which communicate 
with the mountainous districts*. The ore is principally furnished to the 
foundries by the neighboring farmers during the winter season, when 
their labors are not required in agricultural occupations. Digging the 
ore, and delivering it to the furnaces, felling trees, and converting the 
wood (which is unfit to transform into lumber) into charcoal for the use 
of the furnaces, and raising produce for the subsistence of the laborers 
employed in the manufacture of iron, afford abundant and profitable 
employment to the agriculturists of the surrounding country, and con- 
tribute largely to the trade and commerce of Pittsburg. 

The manufacture of glass is carried on by thirty-three different es- 
tablishments in this city, which is scarcely less noted for the quantity 
and variety of this article, annually classed among its exports, than for 
the larger and more valuable interest just described. 

These remarks are intended to convey some idea of the principal 
manufacturing, and consequent commercial, interests of Pittsburg, as 
now in progress; but it may be well to add that they may be extended 
almost indefinitely. There is no known limit to their capacity, or to 
the elements necessary for their augmentation. Wood, coal, ores, and 
agricultural resources, all abound in the utm^ost profusion, and at the 
greatest possible convenience. All that is wanting to constitute Pitts- 
burg the "Birmingham" of the American continent is labor. 

The commercial interests of Pittsburg are hardly less important than 
the manufacturing. The enrolled tonuRgeof the port in 1851 was about 
17,000 tons, consisting of 112 steamers, employing officers and crews 
of 2,588 persons, and carrying 466,661 passengers. Of the property 
carried on the river steamers, either as to amount, character, or quan- 
tity, no returns are at hand, and there is no very satisfactory mode of 
ascertaining its value. The best mode of ascertaining its character 
which now presents itself is by the examination of the returns of the 
canal commerce of Pittsburg, as made to the commissioners of the State 
works. 



644 



ANDREWS REPORT ON 



Comparative statement, exhibiting the exports by canal of some of the leading 
articles during three seasons. 



Articles, 



Cotton lbs . . 

Hemp do. . 

Tobacco, unmanufactured do. . 

Groceries do. . 

Hardware, cutlery do. . 

Iron — pig do. . 

castings do . . 

blooms do. . 

Cast steel do. . 

Lead do. . 

Nails and spikes do . . 

Bacon do . . 

Beef and pork bbls . . 

Butter lbs . . 

Flour bbls . . 

Lard and lard oil lbs . . 

Tallow do. . 



.1852. 



1847. 



1,670,922 

1,165,057 

20,490,918 

1,724,&70 

433,669 

16,557,572 

607,995 

411,620 

7,364,436 

5,000 

3,033,036 

39,586,694 

10,367 

434,495 



865,509 



1,056,138 

3,311,618 

14,777,059 

1,978,822 

246,897 

65,537' 

250,910 

13,836 

549,416 

188,078 

51,760 

12,713,427 

41,225 

747,645 

297,940 

5,319,378 

62,946 



1846. 



1,000,971 

1,287,886 

24,696,742 

1,571.889 

239; 353 

2,675,341 

333,702 
319,736 
325,085 

82,732 
21,661,236 

19,620 

800,265 

156,412 

2,929,286 

291,313 



This and the following tables include the amount of the articles spe- 
cified, moved from and received at Pittsburg on all the public improve- 
ments during the years named. 

Comparative statement, showing some of the leading articles imported into 
Pittsburg by canal during the years named, each ending December 31. 



Articles. 



Produce not specified pounds. 

Oats bushels 

Leather pounds. 

Coffee do . . . 

Dry goods; do . . . 

Groceries do. . . 

tiardware do. . . 

Iron, pig do . . . 

castings do. . . 

blooms do . . . 

bar and sheet do . . . 

Nails and spikes do. . . 

Fish barrels. 




358,231 
43,087 

237,616 
17,102,061 
36,117,244 
17,885,702 
17,457,753 
20,225,558 

814,300 
14,232,693 
15,292,015 

156,500 
32; 644 



,257.620 

21,360 

312,239 

,927,605 

,201,074 

,833,925 

,501,693 

,979,3.53 

124,662 

,942,390 

4,397 

,885,711 

19,926 



1846. 



871,500 

19,080 

386,225 

10,290,993 

12,651,818 

6,923,856 

10,522,463 

15,410,661 

13,890,707 

2.833.879 

'575,402 

19,600 



On the average, these figures indicate a very gratifying increase in 
the canal commerce of the city, but especially in the iron trade for 
1852. In this fact, and in the greatly increased importations of dry 
goods and groceries, may be seen the evidence of the stimulation which 
the advanced prices have already imparted to the iron manufactures. 



COLONIAL AND LAKE TRADE. 



645 



Statement showing the imports and exports by canals at Pittsburg, during 
the year ending December 31, 1852. 



Articles. 



Agricultural products, not specified pounds. 

Barley bushels . 

Bran and shipstufFs do. . . 

Rye.. do... 



Corn do. . . 

Cotton pounds. 

Hay tons . . . 

Hemp .pounds. 

Dried fruit do. . . 

Oats bushels 

Ginseng and beeswax pounds. 

Hogs' hair do. . . 

Seeds bushels. 

Tobacco, unmanufactured pounds. 

Wheat bushels. 

Deer and buffalo skins pounds. 

Feathers do. . . 

Furs and peltries do. . . 

Dry hides do. . . 

Leather do. . . 

Wool do. . . 

Bark cords . . 

Boards and plank feet. . . 

Hoop-poles No. . . 

Laths, less than 5 feet do. . . 

Shingles do. . . 

Staves do. . . 

Wood cords . 

Boots, shoes, and hats pounds. 

Drugs and medicines do. . . 

Dry -goods do. . . 

Dye-stuffs do. . . 

Earthenware do. . . 

Glassware do. . . 

Groceries do. . . 

Hardware and cutlery do. . , 

Liquors, foreign gallons. 

Paints pounds. 

Cordage and bagging do. . . 

Salt bushels 

Stoneware pounds. 

Tobacco, manufactured do. . . 

Whiskey gallons. 

Ashes pounds. 

Coal, mineral tons . . 

Copper pounds . 

Iron, pig do. . . 

castings do. . . 

blooms and anchors do. . . 

bars and sheets do. . . 

Lead, bars and pigs do. . . 

Nails and spikes do. . . 

Steel 



.do. 



Tin do. . . 

Bacon do. . . 

Beef and pork barrels . 

Butter pounds. 

Cheese do. . . 

Fish barrels. 

Flour barrels. 

Lard and lard oil .pounds . 

Dried beef do. . . 

Tallow and candles do. . . 



Exports. 



.5,106,651 

1,906 

1,951 

902 

400 

1,607,922 

58 

1,165,057 

13,262 

311 

277,633 

494,064 

3,270 

20,490,918 

9,839 

288,048 

390,835 

197,319 

190,258 

522,412 

4,108,694 

170 

235,272 

6,500 

149,400 

60,000 

5,000 

22 

2,836 

186,988 

412,986 

5,385 

68,731 

1,075,705 

1,724,070 

433,369 

3,164 

33,728 

82,883 

158,437 

6,753 

17,000 

779,877 

285,957 

9,415 

91,6.53 

16,557,572 

607,995 

411,620 

7,364,436 

5,000 

3,033,036 

23,221 



39,586,694 

10,367 

434,495 

399,571 

169 

236,904 

5,995,628 

30,143 

365,509 



Imports. 



358,231 

1,475 

19,670 

4,309 

1,137 



73 

542,600 

43,087 



817 
75,800 



26,000 
237,676 

29,540 

813 

144,030 

21,500 



6,000 

6,250 

2 

2,603,066 

424,900 

36,117,244 

140,400 

4,746,790 

800 

34,987,763 

17,457,773 

4,965 

200,200 

150,500 

96,450 



2,132,400 



6,929,875 

4 

131,600 

20,255,558 

814,.300 

14,232,693 

15,292,015 

4,500 

156,500 

341,500 

1,663,800 

5,000 



3,700 

32,644 

1,048 



646 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles. 



Brick number . . 

Burr and mill-stones pounds. . 

Lime bushels. . 

Marble pounds. . 

Slate for roofing do. . . , 

Stone perches. . 

Agricultural implements pounds. . 

Furniture do 

Oils (except lard) gallons. . 

Paper and books pounds. . 




Rags, 



Sundries 

Soapstone 

Brimstone 

Spanish whiting do .... ' 

Boats cleared number. .! 

Passengers miles travelled . . 

Amount of tolls collected dollars. .1 



.do. 
.do. 
.do. 
.do. 



1,741 

21,401 

234,052 

24,299 

137,152 

951,005 

10,117,893 



4,826 

1,142,192 

208,933 



1,217,600 

1,440,800 

125 

65,580 

447,103 

34,970 

1,087,093 

20,717 

1,964,308 

32,000 

1,750,500 

339,600 



2,787,179 



It must be remembered, that while these tables embrace ail articles 
imported and exported on the State works, they show nothing of the 
exports of manufactures or receipts of goods and produce by the Ohio 
river. Pittsburg has virtually a canal connexion with Cleveland and 
Erie, on the lake, which contributes largely to her trade, and opens to 
her iron manufactures the lake markets. She is also in communica- 
tion with Cleveland and Chicago by railwa}^. But her river commerce 
is also of immense value. Some idea may be gained of its magnitude 
from the fact that, during the year 1852, no less than sixty-nine steam- 
ers were constructed at that point, of an aggregate of 15,000 tons, or 
an average of 213 tons each. And all this tonnage, besides that built 
at other points below, finds sufficient and lucrative employment; if not 
in the Pittshiirg trade directly, then at points below. 



LOUISVILLE, KENTUCKY. 

Louisville is situated on the southern bank of the Ohio river, near 
the falls, in latitude 38° 3' north, and longitude 85° 30' west, 52 miles 
from Frankfort, 1,400 from New Orleans, 600 from St. Louis, 650 from 
Pittsburg by water, and 596 from Washington. 

This is the commercial city of Kentucky, and one of the five great 
places in the valley of the Mississippi. Situated at the falls of the 
Ohio — the onl}^ great obstruction in a navigation of 2,100 miles from 
the Alleghany river to the Gulf of Mexico — it has, in this very circum- 
stance, some great commercial advantages. One of these is, that, 
except at high water, which occurs but at short periods, the largest 
class of steamboats seldom ascend above that point. It is also natu- 
rally the mart of an extensive and fertile countr}^ southwest of it, and 
also of a portion of Indiana on the north. The country immediatel}^ 
around tlie "falls" is also fertile, supplying an abundance of market 
products for a large population. Its growth has been more moderate 



COLONIAL AND LAKE TRADE. 



647 



than that of Cincinnati and St. liOuis, but it has been steady ; and the 
same causes which resulted in its rise will continue to operate for a 
century to come. The following are the most important statistics of 
this city: 

1. Groivth and popTilation. 



Years. 


Population. 


Increment. 


Ratio. 


In 1800 


600 

1,300 

4,000 

10,090 

21,000 

43,217 


700 

2,700 

6,090 

10,910 

22,217 




In 1810 


115 per ct. 
208 per ct. 
152 per ct. 
109 per ct. 
105 per ct. 


In 1820 


In 1830 , 


In 1840 


In 1850 





The population of Louiss^ille (in 1852) is 51,726, showing just about 
the same rate of increase — 10 per cent, per annum. In 1860, at this 
rate, Louisville wiU contain about 90,000 inhabitants. The neigh- 
boring town of New Albany (Indiana) is quite a large place, and will, 
doubtless, continue to grow. So, also, JefFersonville (opposite Louis- 
ville) will be a town of considerable importance. 

2. Commerce. 

In Mr. Casseday's History of Louisville, the commercial business of 
Louisville is represented thus: 

1. Groceries. — The principal imports of Louisville, in groceries, &c., 
were : 

Sugar 15,615 hhds. 

Molasses 17,500 bbls. 

Refined sugar 10,100 packages. 

Coffee 42,500 bags. 

Rice -- 1,275 tierces. 

Cheese 25,250 boxes. 

Flour 80,650 bbls. 

Salt 110,250 bbls. 

Salt, Turk's island 50,525 bags. 

Bagging 70,160 pieces. 

Rope 65,350 coils. 

The value of these was estimated at ten million six hundred thousand 
dollars. 

2. Dry goods. — The aggregate annual sales of dry goods are esti- 
mated at five million eight hundred and fifty-three thousand dollars. 

3. Hardware, queensware, saddlery, ^c. — The aggregate of other sales 
of merchandise amounts to three million eight hundred and sixty-six thou- 
sand dollars. 



648 



ANDREWS REPORT ON 



3. Fork husiness. 

The number of hogs put up this season in Louisville, New Albany, 
and Jeffersonville, round the "falls," is estimated at 275,000, which 
shows a large and increasing business. A large number of the farmers 
of Kentucky drive their hogs to the Louisville market; and, in the last 
two or three years, the business has been extended. 

4. Steamboats and. navigation. 

Louisville embarked in the steamboat business at a very early day, 
and still employs a large number of steam vessels. In the year 1851 
{vide United States Steam Report) there were sixty-one steam-vessels 
registered at Louisville, carrying 15,180 tons. 

A large number of steamboats are annua.lly built at Louisville and 
New Albany. ^ 

5. Manufactures. 

Louisville is a commercial and not a manufacturing town. Hence, 
its manufacturing establishments are small as compared with Pittsburg 
and Cincinnati. Yet the}^ make, in the aggregate, a large amount. 
The following are the principal : 



Foundries 

Soap and Candles . . 

Bagging 

Breweries 

Cotton and wool ... 

Clothing 

Feed and flour-mills 

Furniture 

Glass 

Oil 

Paper 

Rope 

Tobacco, &c 

Leather ., 



Number. 


Hands. 


15 


930 


6 


59 


3 


120 


6 


30 


3 


135 


45 


1,157 


9 


47 


25 


446 


1 


50 


3 


16 


1 


36 


11 


166 


82 


1,050 


9 


64 



Product. 



P: 



392,200 
409,000 
184,000 
108,600 
173,500 
941,500 
283,800 
638,000 
50,000 
140,000 
113,000 
460,000 
347,500 
176,000 



The manufactures of Louisville (exclusive of mere mechanical labor) 
probably amount in value to six millions of dollars per annum — cer~ 
tainly a very good foundation for more extensive operations. 

6. Railroads. 



Louisville will, in the course of two or three years, have an exten- 
sive system of railwa3^s. The principal lines will be as follows, viz.: 

1. Lexington and Louisville railroad, finished ; and will connect at 
Lexington with numerous other hues. 



COLONIAL AND LAKE TRADE. 649 

2. Louisville and Nashville line. This will connect her with the 
entire net- work of southern railroads. 

3. Louisville and Cincinnati railroad — which will connect her with 
all the northeastern railroads. 

4. Jeffersonville and Columbus line; which will connect at Indian- 
apolis with all the northern, Indiana, and Michigan lines. 

5. New Albany, Salem, and Michigan city line. This will connect, 
at Orleans, with the Ohio and Mississippi railroad, and thus make a 
continuous line to St. Louis, and will be continued north to Michigan, 
city and Chicago, Illinois. 

These railroads, when completed, will connect Louisville with the 
most distant parts of the Union, and enable her to avail herself of her 
great commercial advantages. 

Louisville is situated in the centre of a large district of level and 
rich land. Its site for building is almost indefinite. Provisions are 
cheap; and its position for commerce one of the best in the interior of 
the United States. Its growth is not so rapid as that of some places,, 
but is very uniform ; so that the growth in future may be very cer- 
tainly counted upon at the same rate. Allowing for some decrease in 
the ratio of growth, and it will probably, in half a century, have half 
a million of inhabitants. 

A statement recently published shows that there are navigating the 
Ohio and Mississippi rivers an aggregate of 269 steamers, measuring 
60,792 tons, and which are valued at $3,895,000, that can pass through 
the present locks in the canal around the rapids at Louisville. There 
are also navigating the same rivers 76 steamers, measuring 48,052 
tons, and valued at $3,714,000, which are too large to pass through 
those locks, and therefore cannot participate in the trade of the upper 
Ohio, being nearly one-half the valuation of the steam stock engaged 
on those waters. 

Valuation, in 1850, of the cities named. 





Estimated. 


True. 




$27,968,833 
41,848,536 
31,533,904 


^50,000,000' 
49,310,925 
31,533,904 


Cincinnati 


Louisville 





ST. LOUIS, MISSOURI. 

Lying upon the bank of the finest river on the continent, in latitude 
38o 37 28" north, and longitude 90° 15' 30" west from Greenwich, and 
backed by untold acres of lands, rich in all the elements of agriculture, 
forests, and mines, which may be made tributary to her commerce, St. 
Louis is entitled to important consideration in the investigation of com- 
mercial affairs on the western rivers. Having already reached an en- 
viable position among her sister cities, she is looking westward with a 
system of railways intended not only to bring all the rich agricultural 
and mineral treasures of the Missouri basin into her markets, but event- 



650 Andrews' report on 

ually to extend beyond the Rocky Ridge to the valley of the Great Salt 
lake, and still further onward to the golden shores of the Pacific ocean. 
Though these ultimate results are some years distant, yet a glance at 
the accompanying map will satisfy any one that a full development of 
the immense resources of that portion of the Mississippi valley north 
aiid west of St. Louis, and most of which has not as yet been reduced 
to the first stages of culture, but must sooner or later pay its tribute to 
the trade and commerce of St. Louis, will be suflnicient to gratify the 
most sanguine expectations of those engaged in pushing forward the 
improvements tending to such an end. Whether these railways are 
extended beyond the Rocky mountains or not, therefore, there is a ter- 
ritory belonging to the great valley which can scarcely avoid becoming 
tributary to the business of this city, much larger and more prolific of 
all the elements of wealth than can be found adjacent to any other city 
in the West. This fact alone is decisive of the future greatness of St. 
Louis, provided she puts forth her energies towards the progress of the 
means ibr the exhumation of the resources of this country. Her con- 
nexions with eastern cities, through Cincinnati and Chicago, are already 
decided upon and secured beyond contingency, as will be seen by refer- 
ence to the description of canals and railways. 

This is now one of the most important of the river-ports. Surrounded 
by an extensive back country of unsurpassed fertility, well watered 
and endowed with all the advantages requisite to support a dense and 
thriving population, St. Louis bids fair to become, at no distant day, 
one of the first cities in the United States in point of population and 
commercial wealth. It is situated on the Western shore of the Missis- 
sippi river, about 196 miles above the mouth of the Ohio, 20 miles 
below the mouth of the Missouri, its principal afiBuent, and 40 miles 
below that of the Illinois. Still further northward the Fever, the Wis- 
consin, and other rivers from the country eastward, and the Des Moines 
and Iowa, with some less notable streams from the west, fall into the 
Mississippi, conveying the rich products of the extensive prairie lands 
on their borders to the markets of St. Louis. Here these products are 
usually exchanged for merchandise and supplies necessary to the set- 
tlement and subsistence of a new country. Many furs are also brought 
down these various streams to St. Louis, and exchanged for the goods 
and supplies which constitute the stock in trade of the western trapper 
and the Indian trader. Above that city these waters are navigable 
only by the lighter draught or smaller class of boats, while below it the 
large and splendid New Orleans packets find their rapidly increasing trade. 
These facts involve the necessity of a transhipment of almost the entire 
bulk of produce and merchandise arriving at St. Louis, and intended 
for points either above or below that city, before it can proceed to its 
destination; and St. Louis is thus constituted the great receiving and 
distributing depot for all the upper country of the Mississippi and Mis- 
souri basins. To the vastness of this country, therefore, the immense 
fertility of its soil, and its rich mineral resources, inducing an inex- 
haustible tide of immigration, does St. Louis owe her late rapid growth 
in population and prosperity. 

The city is one of the oldest French trading and military posts in the 
Mississippi valley, and has been looked upon ibr many years as the key 



COLONIAL AND LAKE TRADE. 651 

to the great territory to which we have referred ; but, until the last 
twenty years, its progress was very slow. In 1840 it could claim but 
16,469 inhabitants, whereas in 1850 it numbered a population of no 
less than 82,744 souls, showing an increase of 66,000 souls, and an 
average rate of duplication once in four years. She has, moreover, 
grown much more rapidl} during the last ten years than at any former 
period. Thus, in 1800, St. Louis had 2,000 inhabitants. During the 
last fifty years her population has been doubled once in 9 J years ; during 
the,' last 40, once in 9 ; the last 30, once in 7; the last 20, once in 5J ; 
and the last 10, once in every 4 years. Such has been the almost un- 
precedented growth of St. Louis from natural causes. What, then, 
may not be expected as the result of the construction of her numerous 
railways now in progress, or projected, in connexion wdth her natural 
advantages? The opening of these artificial routes will give her easy 
access to numerous deposites of lead, iron, coal, and copper ores, 
within a circuit of 90 miles, equal to the wants of the whole Missis- 
sipi valley for centuries, which have not, to this time, been brought to 
use. The lack of necessary means of transportation has heretofore 
precluded the successful working of these numerous mines, though they 
have been known to exist in richness rarely if ever excelled. Tlie 
completion of the "Pacific," the "Hannibal and St. Joseph," the "St. 
Louis and North Missouri," and other projected railways, which is now 
determined, and will open easy communication with these mineral re- 
gions, besides developing the resources of large tracts of country second 
to none other in agricultural richness. Owing to these promising natural 
features, the hidden wealth of which will be brought to light and ren- 
dered available through these stupendous lines of internal improve- 
ment, the people of St. Louis confidently anticipate a continuation of 
their present rate of increase during the next ten years, when her ca- 
pacity will be equal to the support of nearly 500,000 inhabitants, when 
her mines may vie with those of Sweden and Great Britain, and her 
manufactures and agricultural productions, her railway and river ton- 
nage, and her aggregate commerce, may not be exceeded by those of 
any other region of the world. 

A more detailed account of the different lines of public improvement 
in progress will be found under the proper head, in another part of 
this report, and their situation may be ascertained by reference to the 
accompanying railway map. 

The following tables, compiled from annual statements, will exhibit 
something of the growth and character of the commerce of St. Louis 
during a term of years. 



652 



ANDREWS REPORT ON 



Convparative statement of some of the principal articles landed at St. Louis 
dtiring six years — ending December 31, 1852. 



Articles. 


1851. 


1850. 


1849. 


1848. 


1847. 


1846. 


Wheat bush. 

Flour bbls. 

Corn bush . 

Oats do.. 

Barley, &c do. . 

Pork . . . casks & tierces . 


1,700,708 

793,892 

1,840,909 

794,421 

101,674 

15,298 

103,013 

768,819 

147 

216,933 

46,250 

65,366 

503,571 

10,371 

5,640 

8,872 

90,736 

47,991 

29,276 

20,854 

15,833 

101,904 

40,231 

14,465 

37,743 

14,450 

16,701 

1,564 

6,629 

16,280 

7.805 

1,265 


1,792,074 
292,718 
968,028 
697,432 
69,488 
2,969 
101,762 
449,556 


1,792,535 

306,412 

305,383 

252,291 

46,263 


2,194,789 

387,314 

699,693 

243,700 

55,502 


2,432,377 
308,568 

1,016,318 

202,265 

57,380 


1,838,926 

220,457 

688,649 

95,612 

10,150 


Pork boxes &bbls. 

Pork, bulk pieces. 

Pork, bulk tons . 


13,862 


97,642 


43,692 


48,981 










Salt sacks 


261,230 

19,158 

60,862 

573,502 

9,055 

2,586 

6,049 

94,228 

25,959 

25,796 

5,035 

11,328 

73,673 

29,518 

61,525 

17,925 

11,549 

30,035 

1,320 

49,321 

14,676 

4,316 

283 




291.709 
23,553 

46,290 
590,293 
9,879 
10,867 
12,336 
68,902 
29,085 
26,501 

\ 7,348 

67,353 
29,214 
58,279 
15,801 
18,845 
16,280 
3,245 


204,741 

38,809 

47,270 

705,718 

9,014 

9,369 

7,806 

62,097 

29,758 

26,116 

14,812 

78,842 
21,943 
67,339 

6,579 
14,180 
29,423 

6,622 


106,302 
41,380 
72,222 

749,128 
11,015 
5,735 
4,720 
71,877 
22,239 
12,671 

20,111 

77,767 

21,554 

32,021 

2,150 

8,595 

14,425 

1,289 


177,724 
58,948 
33,853 

730,829 

8,588 

i*,7i6 

63,396 

29,882 
11,603 

5,752 

65,128 
14,996 
26,462 

14,730 

11,803 

1,648 


Salt bbls . 


Hemp bales. 

Lead pigs. 

Tobacco hhds. 

Beef. . .tierces & casks. 
Beef. bbls 


Hides pounds. 

Whiskey bbls. 

Sugar hhds. 

Sugar bbls. 

Sugar boxes. 

Coffee sacks . 

Molasses bbls . 

Lard do. . 

Lard tierces . 

Lard kegs. 

Bacon . . casks & tierces . 

Bacon boxes. 

Bacon pieces. 

Lumber M feet . 

Shingles M. 

Lath M. 


24,188 
7,334 
1,290 


22,137 
15.851 

2,598 


16,017 
13,098 

2,817 






Over and above the articles here enumerated there are mentioned 
some fifty-one others, including nearly all articles of produce and mer- 
chandise prominent in the trade and productions of the West. The 
above, however, have been selected as showing the bulk of the com- 
merce of the river at this point. 

Below are presented tables exhibiting the number and tonnage of 
boats arriving at St. Louis in the prosecution of this trade during a 
series of five years : 



Whence. 


1851. 


1850. 


1849. 


1848. 


1847. 


New Orleans j 


300 
457 
634 
639 
301 
119 
175 


301 
493 
788 
635 
390 
75 
215 


313 
406 
686 
806 
355 
122 
217 


446 
429 
690 
697 
327 
194 
396 


502 




430 


Illinois river 


658 


Upper Mississippi 


717 


IVIissouri river ......••••........ 


314 




146 


Other points 


204 








2,625 


2,907 


2,905 


3,179 


2,969 







COLONIAL AND LAKE TRADE. 653 

Tonnage of steamboats and barges was, in 1850 681,256 

Do do do do 1851 683,140 

Wharfage collected in 1850 $41,195 

Do do 1851 48,156 

Showing, that while the number of arrivals has fallen ofF, the loss is 
more than compeiisated by the enlarged capacity of the boats, as ex- 
hibited b}^ the increase of tonnage. 

The foreign commerce of St. Louis, consisting of importations, is as 
follovv s : 

Sugar and molasses $289,753 

Hardware, &c 133,401 

Railroad iron 100,211 

Earthenware 98,786 

Tin plates, tin, copper, iron, &c 81,482 

Dry goods and fancy goods 24,287 

Brand}^ wines, gin, &c 24,712 

Burr-stones 2,259 

Drugs 2,618 



Total 757,509 



Amount of hospital mone}^ collected at the same port $2,941 

Amount of duties collected 239,318 

Hospital money expended in relief to sick and disabled 

boatmen 3,441 

No estimate of the total value of the commerce of St. Louis for 
1851 has been made, nor, indeed, would it be an easy task to prepare 
such with an}^ degree of accuracy. Enough, however, is here shown 
to exhibit the importance which it must soon attain, and the power and 
influence it will ultimately exert on the commerce of the Atlantic cities. 

Note. — St. Louis and Cincinnati, as already noticed, are being connected by the Ohio 
and I-ilississippi railroad. This road is all under contract, and crosses the Wabash river at 
Vincennes. From this point a railroad is under contract to Evansville, and finished from 
Evansville to White river, about thirty-six miles ; the whole will be completed the present 
year. Henderson, in Kentucky, is on the Ohio river, twelve miles below Evansville. From 
this point a railroad has been surveyed through the State of Kentucky, passing Madisonville, 
Hopkinsvilie, and Trenton, striking- the Tennessee State line about twelve miles north of 
Clarksville, and the whole distance in Kentucky is about ninety miles ; and sufficient funds 
have been subscribed to grade, culvert, and bridge it, Henderson is at a point about central 
to that portion of the great Illinois coal field lying south of the Ohio river. This road passes 
over these coal beds for about fifty miles. The best workable vein, near Madisonville, is 8^ 
feet thick, good roofing and drainage ; and the mines are so situated that the coal cars, when 
laden, will descend with grades on lateral roads of about thirty feet per mile ; and the coal 
can be carried on a good road for about one cent a ton per mile. The citizens of Nashville 
and the county of Davidson are now deeply interested in securing the stock to connect the 
residue of the distance in Tennessee, about fifty miles ; and the Kentucky and Edgefield 
company have taken «5205,000 of the stock. This road will secure to Nashville her fuel at 
the cheapest rate, and open a direct communication between the southeast and Atlantic sea- 
board from Florida to the Capes of Virginia ; and as it starts at Henderson, opposite the 
centre of the great Wabash valley, from which the States of South Carolina, Georgia, East 
and West Florida, now get their supplies by way of New Orleans and the gulf, this com- 
munication will supply all the northern portions of those States with all their breadstufFs, 
stock, &.C., at about as cheap a "rate as it can be done when the articles arrive at Charles- 
ton or Savannah, so far as carrying is concerned ; and tlie road must, necessarily, be one of 
the greatest thoroughfares in the United States, embracing, as it does, every variety of cli- 
mate and agricultural production, and the shortest communication to the seacoast ; and the 
attention of the public is now being anxiously turned to this great work. The country over 
which it passes is nearly " champagne" in Kentucky, and all highly a,gricultural. 



654 

STEAM MARINE OE THE INTERIOR. 

As the rivers of the great valley west of the Alleghany ridge — the 
Mississippi and its tributaries — constitute the most important portion of 
our river navigation, a full report of the business transacted upon those 
waters is very desirable, especially in this connexion ; as it would show 
not only the relative value of the commerce of the rivers, as compared 
with that of the lakes, but also the exchanges among the several dif- 
ferent points upon the rivers. Regrets have before been expressed that 
returns have only been received from a few of the more important river 
cities in detail. It is thought best, however, to state the amount of ton- 
nage employed in that trade, as the best means at hand of submitting 
proper approximate statements of the commerce of the great rivers. 
The character of the trade, and the principal articles of produce enter- 
ing into it, will be sufficiently shown by the detailed statements of the 
commerce of the largest cities. This trade has long been considered 
of the highest importance by our most distinguished statesmen, who 
foresaw the necessity of making provisions for its prospective augmenta- 
tion, a.s well as by the highest commercia,l authorities who have ever 
advocated a liberal policy of internal improvements, and also by private 
individuals engaged in commercial affairs. 

Mr. Calhoun, in his able report to the Memphis convention, convened 
for the purpose of considering the valuable interests involved, amount- 
ing to more than three hundred millions, and to concert measures for 
improving the navigation of the "western waters," says: "Looking 
beyond, to a not very distant future, when this immense valley — con- 
taining within its limits one million two hundred thousand square miles, 
lying, in its whole extent, in the temperate zone, and occupying a 
position midwa}^ between the Atlantic and Pacific oceans, unequalled 
in fertility and the diversity of its productions, intersected by the 
mighty stream, including its tributaries, by which it is drained, and 
which supply a continuous navigation of upwards of ten thousand 
miles, with a coast, including both banks, of twice that length — shall 
be crowded with population and its resources fully developed, imagi- 
nation itself is taxed in the attempt to realize the magnitude of its com- 
merce." 

The trade on the Mississippi and its tributaries is now a matter of 
great public concern. By its rapid advance and its great future it 
claims equal notice with the foreign trade and the trade of the lakes, 
and perhaps more than either as one of the main sources of the wealth 
of the confederacy. 

The followins: remarks from De Bow's Review show the interest that 
is felt in this matter : " The free and uninterrupted navigation ol these 
great inland waters must, of course, be a matter of prime interest to 
the country. They are to the populous nations on their banks as the 
ocean itself, over which commerce, not kings, presides. No construc- 
tion of State powers, as contradistinguished from Federal, can exclude 
these arteries of trade from the pale of government regard and protec- 
tion. They are points of national concern. No State, nor alliance of 
States, can appl}^ the remedies which their exigencies require. No 
narrow views of economy, no prospective expenditure, however vast, 



COLONIAL AND LAKE TRADE. 655 

could be allowed to deter the legislature of the Union from approaching 
the solemn act of duty which is involved here." 

The following resolutions were, with others, adopted by the Mem- 
phis convention : 

''That safe communication between the Gulf of Mexico and the in- 
terior, afforded by the navigation of the Mississippi and Ohio rivers, and 
their principal tributaries, is indispensable to the defence of the country 
in time of war, and essential also to its commerce. 

"That the improvement and preservation of the navigation of those 
great rivers are objects as strictly national as any other preparation for 
the defence of the country ; and that such improvements are deemed 
by this convention impracticable by the States or individual enterprises, 
and call for the appropriation of money for the same by the general 
government." 

Tlie following statements, compiled chiefly from a valuable and useful 
report, already referred to, on the steam marine of the inland waters, 
are presented here to exhibit the necessity for secure inland navigation, 
and as having a special bearing on the trade of the Mississippi valley 
and the St. Lawrence basin: 

"The order in which the several collection districts on the lakes and 
rivers of the interior are shown, commences on Lake Champlain, from 
which it extends up the St. Lawrence river and Lake Ontario to the 
Niagara river ; thence up Lake Erie, the Detroit river, and Lake Huron, 
to Michilimackinac ; thence up Lake Michigan to Chicago ; thence 
across the Mississippi river, and down that stream to New Orleans ; 
thus extending on a natural line of interior navigation, which has but 
two slight interruptions, from the waters of the Gulf of St. Lawrence 
to those of the Gulf of Mexico, a distance of not less than 2,850 miles, 
upon which is employed, for purposes of trade and travel, a steam ton- 
nage of 69,166 tons.* The Ohio basin forms of itself a cross-section 
some 1,100 miles in length, embracing simply the districts on that river 
and its tributaries. 

"Immediately west of Lake Superior lies the Minnesota district, with 
a collector at Pembina, on the line between our own and the British 
possessions, and a deputy at St. Paul, on the Mississippi, within the 
Territory of Minnesota. This is a new district, and stea.mboat3 em- 
ployed on its waters have hitherto been enrolled at St. Louis. During 
the 3^ears 1850 and 1851, three or four good steamers ran regularly be- 
tween St. Louis and St. Paul, and Fort Snelling, two of which took 
several large pleasure parties almost two hundred miles up the Minne- 
sota (St. Peter's) river. A small boat (the only one yet built in the 
Territory) has been running the past year above the falls of St. An- 
thony, 1,700 miles from the mouth of the Mississippi. Steamers run 
earlier and later on the waters of the Minnesota than those of the region 
of the northern lakes, in the same latitude. 

"Following the water-flow south from the Minnesota district, we reach 
the Gulf of Mexico by the Mississippi river, along which another inte- 

* This distance is traced from Montreal to Lewiston on the regular line of steamboat navi- 
gation ; thence by land (the first interruption) to Buffalo ; thence on the regular line of steam- 
boat navigation to Chicago ; thence by the Illinois and Michigan canal (the second interrup- 
tion) and the Illinois river, to the Mississippi ; and by that river to the Gulf. 



656 



ANDREWS REPORT ON 



rior section may be constructed, to show separately the strength of that 
division of our stean:i-marine. This section presents the following re- 
sults : 

Steam-marine of the Mississi])pi Valley. \ 



Districts. 


No. of 
steamers. 


Tonnage. 


No. officers, 
crews, &c. 


Passengers 


ATlnnnpcinta'^ -- ••••• 




Tons. 95ths. 








131 
3 
6 


31,833 92 
450 00 

937 87 


2,340 

15 

101 


367,793 


Wrpinnliici ......-.....-.......-.•....••• 


34,000 
46 800 


Virkshnro- 


Natchezf 






113 


34,736 00 


3,958 


434,000 




Total 


253 


67,957 84 


6,414 


882,593 





* New district. f No enrolment. 

Steam-marine of the Ohio basin. 



Districts. 


No. of 
steamers. 


Tonnage. 


No. officers, 
crews, &c. 


Passengers 


Pittsburg 


112 
46 

111 
61 


Tons. 95ths. 

16,942 68 

7,190 67 

24,709 07 

15,180 66 


2,588 

651 

2,789 

1,913 


466,661 
243 170 


Wheeling 


f/inpinnati .............................. 


2,460,726 
270 000 




New Albany* 




Evansville* 












18 


3,578 13 


397 


24,. 340 




Total 


348 


67,601 31 


8,338 


3,464,967 





* New districts. 

"By a summary of aggregates, it appears that the entire strength of 
the steam-marine of the lakes and rivers of the interior is comprised in 
765 vessels, measuring 204,725-|-| tons, and employing 17,607 persons 
as officers, crews, &c. Of this aggregate, 663 are ordinary steamers, 
measuring 184,262|-f tons, and employing 16,576 persons ; 52 are pro- 
pellers, measuring 15,729^ tons, and employing 817 persons ; and 
50 are ferry-boats, measuring 4,733-|f tons, and employing 214 per- 
sons. Of tlie lake steamers, 56 of the ordinar}^ and all but two of 
the propellers, are moved by high-pressure engines, and 48 of the or- 
dinary by low-pressure. All of the river steamers, and all of the ferry- 
boats, have high-pressure engines. Low-pressure engines have at sev- 
eral periods been partially tried on the western rivers, and abandoned. 
In the year 1818, three boats of this description were built on those wa- 
ters ; in 1819, seven boats ; in 1820, two ; in 1822, o?ie; in 1823, one; in 



COLONIAL AND LAKE TRADE. 



657 



1824, two; in 1825, six; in 1826, eight; in 1827, four; in 1828, two; in 
1829, three; in 1830, two; in 1831, four; total, forty-seven ; of which 
thirty-three were built at Cincinnati, five at Louisville, three at New 
Orleans, and the remaining six at different points on the Ohio. On the 
lakes, except for propellers, high-pressure engines have now compara- 
tively few advocates, and within the last four or five years very few of 
them have been built. 

" The highest of the navigable waters of the United States is Lake 
Superior, v/hich is embraced in the district of Michilimackinac, with 
the St. Mary's river, Green Bay, and the Straits of Mackinac. Follow- 
ing the water-flow from this district, we reach the Gulf of St. Lawrence 
through Lakes Huron, Erie, Ontario, and the St. Lawrence river ; and 
the Atlantic coast by Lake Champlain and the New England improve- 
ments in one direction, and in another by the Erie canal and the Hud- 
son river. 

Tabular statement of steamers on the rivers. 



Places. 


No. 


Tonnage. 


No. officers, 
crew, &c. 


Passengers 
carried. 


Average 
distances. 




131 
3 
6 


81,838 
450 
937 


2,340 

15 

101 


367,793 
34,000 

46,800 


892 










IVatrlipy. ................... 




TVp'w Or1pan«!. ............... 


113 

18 


34,736 

3,578 


3,958 
397 


434,000 
24,340 






750 






New Albany 












Loui'^ville •.•••....•...»•••• 


61 
111 

46 
112 


15,185 

24,709 

7,190 

16,942 


1,913 

2,789 
651 

2,588 


270,000 

2,400,796 

243,170 

466,666 


1,001 


dinfinnati .................. 






220 


Pittsburg 


280 






Total 


601 


235,661 


14,752 


4,287,555 









In order to show correctly the currents of actual travel by the waters 
of these several lines of interior collection districts, with the local move- 
ment at the principal port of each, the following statement of the seve- 
ral lines is presented : 



Lines of travel. 



1. By the St. Lawrence and the lakes. . . . 

2. By the Mississippi and Missouri rivers. 

3. By the Ohio and its tributaries 



Total 5,861,850 

__ 



Number of 
passengers. 



1,514,290 

882,593 

3,464,967 



658 



ANDREWS REPORT ON 



Statement of the total number of persons who arrived at a.nd departed from 
the principal port of each collection district of the interior^ by steamers, 
railroad cars, stage-coaches., ca?ial boats, and steam ferry-boats, during 
the year ending June 30, 1851. 

LINE OF THE NORTHERN FRONTIER. 



Ports. 


By steam- 
boats. 


By railroad 
cars. 


By By 
canals, stages. 


By steam 
ferry-boats. 


Total. 


Burlington Vt. . 

riattsburg N. Y. 

Ogdensburg do . . 

Sackett's Harbor do. . 


155,000 

3,500 

60,562 


81,816 








236,816 
3 500 








79,408 


1 


104,620 
1,240 


244,590 




5,952 


7,192 


Cape Vincent do. . 


1 






Oswego do . . 

T{nf*hpstpr. .......... .dn. . 


22,830 

210 

22,987 

171,557 

60,630 


33,615 
277,139 

45,944 
381,586 


230 






56 675 







277 349 




..!--. 


2,400 
26,280 


71,331 


Buffalo do.. 

Erie Pa. . 


43,000 


"21*920" 


622,423 
82 550 


Cleveland Ohio. 




. • • . . 






Sandusky City do. . 

Toledo do. . 


2,190 

31,842 

369,430 

41,212 

85,800 


157,751 








159,941 

31 842 


1 


" 


Detroit Mich . 


197,399 


•••***l 


352,000 


918,829 
41,212 




1 


Chicao-o Ill . . 


71,253 


42,770 






198,823 










Total 


1,027,750 


1,325,911 


86,000 


27,872 


486,540 


2,953,073 





LINE OF THE MISSISSIPPI. 



*St. Paul, iVIinnesota 














St Louis Missouri . • • • • 


318,713 






18,582 


49,080 
34,000 
36,000 


386,375 
34,000 








Vicksburg, Mississippi 

f Natchez. JMissis'^^sppi. . • • • • 


10,800 




I 


46,800 




;.......!:;....:: 






419,000 




1 


15,000 


434,000 




1 




Total 


748,513 


1 


18,582 


134,080 


901,175 




i 





LINE OF THE OHIO. 



Pittsburg, Pennsylvania . . .1 428,745 

Wheeling, Virginia ! 139,170 

Cincinnati Ohio i 270,796 


1 i .... 


37,911 

104,000 

2,190,000 


466,656 

271,168 

2,620,083 

70,149 

306,500 


i 


27,998 


159,287 
70,149 




Madison, Indiana, in the 






Louisville, Kentucky ■ 120,000 






150,000 


*Nev/ AlbanVi Tudjana ......>••.....'-•--- 









1 


775 




775 


Nab!)ville, Tennessee 24,340 


1 




24,340 


1 






Total 983,051 


265,936 





28,773 


2,481,911 


3,759,671 



New districts. 



t No cnrolnientf!. 



COLONIAL AND LAKE TRADE. 
RECAPITULATION. 



659 



Lines, 


By steam- 
boats. 


By rail- 
road. 


By ca- 
nals. 


By 

stages. 


By steam 
ferry-boats. 


Total. 


Northern frontier 


1,027,750 
748,513 
983,051 


1,325,911 


86,000 


27,872 
18,582 
28,773 


486,540 

134,080 

2,481,916 


2,953,073 




901,175 
3,759,676 


Ohio basin 


265,936 






Total 


2,759,314 


1,591,847 


86,000 


75,227 


3,102,536 


7,614,924 





It is not surprising that a first attempt to collect and embody this 
information should have fallen short of complete success at all points. 
The wonder is, rather, that so many facts should have been obtained, 
of a reliable character, as are ^iven in the preceding tables. The de- 
ficiencies are fevv^ in number ; and had more time been devoted to the 
collection of this particular class of facts in the Cuyahoga, Miama, and 
Vicksburg districts, they would have been hardly worth mentioning. 

There are several centres of interior commerce and navigation, at 
which it would seem of interest to know the radiation of trade and 
travel, as shown by natural and artificial channels of communication, 
and the boats and other descriptions of conveyance in or upon them. 
One of these centres is at the head of the Ohio river, another at the 
foot of Lake Erie, a third at the head of Lake Michigan, and a fourth 
on the Mississippi, below the outflow of the lUinois and the Missouri 
rivers. The heavy commerce that centres midway of the Ohio valley, 
though reaching up the Muskingum, the Wabash, the Cumberland, and 
the Mississippi, by natural streams, and back into Ohio and Indiana by 
artificial channels, is more direct in its main lines, which extend to 
Pittsburg in one direction, and to New Orleans in another. In the first 
and last of the four districts named, the number of boats and men, and 
the amount of tonnage, employed on each of the several streams to 
which the trade of those districts extend, as well as the travel upon 
each, are shown by the following subdivisions of the v/hole number of 
boats therein severallv enrolled. 

Subdivision of the St. Louis district. 





In what trade. 


Tonnage. 


Nmnber of officers, 
crews, &c. 


Pressure. 


CI 

a. 
£ 


O 
« 

> 
< 


.D. 




High. 


Lov/. 


o 
C 


26 
27 

28 


To New Orleans 

To Illinois river 

To Missouri. ......••. 


Tons. 

12,575 
4,527 
6,148 

7,038 
658 

885 


628 
412 
495 
716 
54 
35 


All. 


None. 


64,008 
48,799 
57,284 
140,822 
7,800 
49,080 


'. '.'.'//. 


Miles. 
1,195 

320 

1,780 

960 

200 

1 


42 
3 


To Upper Mississippi. . 
To Cairo 


5 








131 


31,833 


2,340 


366,793 













660 



ANDREWS REPORT ON 

Subdivisio7i of the Pittsburg district. 



If 


In what trade. 


Tonnage. 


i 


Pressure. 


CI 
o 

12; 


Average distance 
carried. 


1^ 




High. 


Low. 


1 


7 




Tons. 

2,451 

1,332 

294 

203 

371 

334 

370 

8,817 

1,500 

674 

594 


470 

224 

29 

30 

34 

42 

44 

1,296 

292 

84 

44 


All. 


None WQ-ft^ft 


Miles. 

479 
56i 
33 
29 
93 
56 

257 
1,133 

150 

494 

3 

■1 




16 
2 
2 


Monongahela river 

Youghiogeny river 




112,142 

9,862 

70,600 

19,600 

7,000 

2,890 

110,323 

6,500 

*37*9ii' 




2 


Wheeling 


3 


A llpcTin n V ri VPT ..^...... 


3 




42 
13 


St. Louis, Nashville, &c. 
Transient boats .•••••••• 


11 




11 








112 


16,942 


2,589 


466,656 













The main trade of each of the other four districts named is in a 
direct Hne from the second, nearly north and south, by Lake Michigan 
and the Ilhnois river, and the Ilhnois and Michigan canal ; and from 
the third in a direction indicated by the course of Lakes Erie and 
Huron and that of the Erie canal. The points embraced by the rami- 
fications of travel, however, are more numerous ; and hence the fol- 
lowing subdivisions are intended only to include them, and show the 
total number of passengers who arrived at and departed from the prin- 
cipal port of each of these districts, by the several descriptions of con- 
veyance mentioned, during the period included in all the preceding 
tables — the year ending 30th June, 1851. 



Buffalo suhdivision. 



Conveyance. 



No. of passengers 
arrived at and 
departed from 
Buffalo. 



By ordinary steamers 

By propellers 

By ferry-boats 

By the Buffalo and Rochester railroad.. . . 
By the Buffalo and Niagara Falls railroad 
By the Erie canal 

Total 



157,251 

14,300 

26,280 

262,386 

119,200 

43,000 



622,423 



COLONIAL AND LAKE TRADE. 

Chicago suhdivision. 



661 



Conveyance. 



By ordinary steamers. 

By propellers 

By the Galena and Chicago Union railroad 
By the Illinois and Michigan canal 

Total 



No. of passengers 
arrived at and 
departed from 
Chicago. 



81,960 

3,900 

71,253 

42,770 



199,883 



RECAPITULATION AS TO TRAVEL. 



Principal ports. 



To and from St. Louis 
To and from Pittsburg 
To and from Buffalo . . 
To and from Chicago. 

Total 



Number of pas- 
sengers. 



367,795 
466,656 
622,423 
199,883 



1,656,757 



ShowinQ^ a recorded movement at these four commercial centres of 
the interior, (of the Northwest, indeed,) of one million six hundred 
and fifty-six thousand seven hundred and fifty-seven persons in the 
course of a year, where the resident population is but 2175946. No 
fact can better illustrate the activit}^ of our people. 

By the national census for the year 1850, the population of each of 
the four cities at which this movement is shown, is stated as follows : 

St. Louis 77,860 

Pittsburg, 46,601 ; with Allegheny city 67,862 

Buffalo 42,261 

Chicago 29,963 

Total of the four commercial centres 217,946 



662 



ANDREWS REPORT ON 









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COLONIAL AND LAKE TRADE. 



663 



The total amount of property thus shown to have been destroyed on 
the lakes and rivers of the interior, in the course of the year which 
ended on the 30th day of June, 1851, is much below the common esti- 
mate. But it is here presented onl}^ as an aqjproximation, to receive 
just so much respect as statements made up in the manner of this are 
generally entitled to. It is perhaps quite as likel}^ to be near the truth, 
however, as the exaggera^ted estimates usually made in such cases by 
interested parties who have a particular purpose to subserve. And 
with reference to it, must be steadily borne in mind the fact, heretofore 
mentioned, that the year embraced was one of unusual exemption from 
serious disasters on the lakes and interior rivers of the United States. 

A list, containing the names of 618 steamboats lost on the rivers of 
the Ohio basin and the Mississippi valley, from the period of the first 
introduction of steam navigation thereon to the close of the year 1848, 
has been prepared by Captain Davis Embree, one of the oldest steam- 
boat masters ever engaged upon the western waters. 

This list shows the place where, and the time when, each of the 
boats so lost was built; the amount of its tonnage; the date of its loss; 
the length of time it had been running when lost ; its original cost ; the 
depreciation of its value by use ; and the sum finally lost in its de- 
struction. Of the 618 boats it embraces, 45 were lost by collisions, 104 
hy fires, and 469 by snags and other obstructions to navigation. 

The following statement shows aggregate results : 



Causes. 


Number of 
boats. 


Tonnage. Original cost. 


Depreciation 
of value. 


Final loss. 


Lost by collisions 

Lost by fires 


45 
104 


1 
7,769 i $7^0,286 

99 HnR 1 9 (\(\A R^O 


$346,762 
1,096,143 
3,733,852 


#383,524 
968 369 


Lost by snags 


469 79^261 7^104^950 


3,368,088 




Total 


618 IflQ nfift 1 Q ftQQ 748 


5,176,757 


4,719,991 






i 





The losses sustained through explosions, collapsing of flues, and 
bursting of steam-pipes, are not included in this statement. With 
reference to losses of those descriptions, some interesting information 
is given at the close of Captain Embree's list, as also concerning the 
average life of steamboats on the western waters, the subjects of marine 
insurance thereon, the monthly and yearly cost of running boats, &c. 

The history of the rise and progress of the steam-marine of the 
United States is one of the most interesting and wonderful things in our 
national advancement. Although one steamboat was built at Pittsburg 
as early as the year 1811, and although eleven other boats were built 
on the Ohio river and its headwaters within the next five years, it was 
not until the 3^ear 1817 that steam navigation could be said to have 
been fairly introduced upon the Mississippi and its tributaries. Previous 
to this year, there were twelve steamboats upon these waters, having 
an aggregate carrying capacity of 2,235 tons. From 1817 to 1834, the 
number of boats increased to 230, and the aggregate of tonnage to 
39,000 tons. In 1842 there were 475 boats on the same waters : in 
1851 this number had been increased to 60]. 



664 



ANDREWS REPORT ON 



Official reports made to the Treasury Department in 1842, stated in 
detail the steamboat tonnage on the Mississippi and its tributaries in 
that year. The following table shows the increase fiom 1842 to 3851. 

Comparative Statement. 



Districts. 


Tonnage. 




1842. 


1851. 


Increase. 


Decrease. 


New Orleans «. 


28,153 

14,725 

12,025 

10,107 

4,618 

3,810 

2,595 


34,736 

31,834 

24,709 

16,943 

15,181 

3,578 

7,191 

938 

450 


6,583 
17,109 
12,684 

6,836 
10,563 












Pittsburg 




Louisville 






232 


^W^heeling" 


4,596 
938 
450 




Vicksburo- 
















Total 


76,033 


135,560 


59,759 


2^2 







The year following the real commencemeut of regular steamboat 
navigation on the waters of the Mississippi and its tributaries, (1817,) 
the first steamer employed on the upper lakes was built and launched 
on Lake Erie. In 1819 the waters of Lake Huron were first ploughed 
by the keel of a steamer, and in 1826 those of Lake Michigan. In 
1832 a steamboat first appeared at Chicago, and in 1833 there were 
but eleven small steamers on the three lakes named. This date may 
therefore be fairly taken as that of the real commencement of steam- 
boat navigation on the upper lakes. 

Ten years later (February, 1843) a report was made to Congress of 
the number and tonnage of steamboats employed on those waters, 
"from January 1, 1841, to January 1, 1843." Though this is a very 
loose way of stating a matter of this kind, and does not give the true 
amount of the steam tonnage enrolled and employodin either owe of the 
two years included — necessarily overstating it — yet the facts thus pre- 
sented are used for the purpose of comparing them with those nov/ 
ascertained, as showing correctly the steam tonnage of the year which 
ended on the 30th June, 1851. 





Comparative Statement. 






D 


istricts. 




Tonnag 


e. 




1841-'43. 


1851. 


Increase. 




6,773 
2,813 
1,855 
887 
2,053 


25,990 
5,691 
6,418 
1,745 

16,469 

1,746 

652 


19,217 


Presn ue Isle. 


2,878 
4,563 


diivn hricrji .... 




858 


Detroit 


14,416 


Mack'naw 


1,746 


Chica'^o. •<••••. «..••«-- ---- ---. ....... 




652 










Total 


14,381 


58,711 


44,330 





COLONIAL AND LAKE TRADE. 665 

These comparative statements show that in a period of nine years the 
steamboat tonnage of the Mississippi valley has nearly doubled itself, 
and that in a period of eight j^ears that of the upper lakes has more 
than quadrupled itself: very significant facts touching increase of popu- 
lation, production, and trade. 

The average size of steamboats now running on the lakes is found to 
be 437 tons ; that of the steamboats of the Ohio basin 206|-|- tons ; and 
that of those of the lower and upper Mississippi, the Arkansas, the 
Mis-souri, and the Ilhnois rivers, 273-|4« On the Mississippi and Ohio 
rivers there are many steamers of from 300 to 500 tons each, and a 
number from 600 to 800 each ; but the large number of hght-draught 
boats, built to run in periods of low water on those rivers, and in all 
seasons on the smaller streams emptying into them, carry the general 
averages down to the figures given above. Several of the passenger 
steamers of the lakes are of eleven hundred tons and upwards each. 

Comparative Statement* 





Number. 


Tonnage 


Northern lakes of the United States 


164 
253 
348 


Tons and 95ths. 
69.165 87 




67,957 84 


Ohio basin do 


67,601 31 


Total for interior of the United States 


765 


204,725 12 







The cost of steamboats on the lakes and rivers of the interior, varies 
from eight to ninety and from ninety to one hundred dollars per ton. 
Taking the lowest price, which is that attainable in the Ohio basin, as 
the standard, we have as the original value of the 204,725^ tons of 
steam tonnage engaged in the transportation of passengers and the 
carrying trade on the lakes and rivers of the United States, for the 
year ending June 30, 1851, an aggregate of sixteen million three hun- 
dred and seventy-eight thousand dollars ; an amount of capital that 
goes entirely out of existence, and has to be re-invested every three and 
a half to four years — the period of the "natural life" of a steamboat on 
the waters of the interior. 

This fact indicates very clearly the immense extent of the employ- 
ment provided and of the material consumed, in keeping up the steam 
tonnage of the United States to the standard required by the travel and 
trade of the country. 



666 



ANDREWS REPORT ON 



Statement of the number of steam and sail vessels enrolled, regislcredy or 
licensed, in the several collection, districts of the United States, that were 
lost on the lakes and rivers of the interior in the year ending June 30, 
1851, with the cause and manner of loss, and the number of 'persons who 
perished thereby. 



' 


Number of vessels lost. 


Number of 
persons lost. 


Districts. 


By tem- 
pest. 


By fire. 


By col- 
lision. 


By 

snags. 


Total. 


0) 

8 


> 

33 

o 






1 




■ 


3 
> 


CD 


> 


TO 
CD 


> 


CO 

Q 

4 


s 

> 

f5 




Vermont, Vt 
























































Oswecatchie, New York . . . . 




j 






















Cape Vincent, New York . , 




....|.... 






















Sackett's Harbor, New York. 


2 
15 


;:;:!"2' 












4 
20 










Oswego, New York 

Genesee, New York 




1 










2 


2 


23 


.... 


23 








Niagara, New York 




























Buffalo Creek, New York . . . 


8 
1 
2 
















8 
1 
2 

1 


.... 


11 

4 

8 


.... 


11 


Presque Isle, Pennsylvania . . 
Cuyahoga, Ohio 












, . . . 




4 
















8 














.... 






Miami, Ohio , 
























Detroit, Michigan 


3 
.... 






2 










3 


2 


1 


. . . . 


] 


Michilimackinac, Michigan. . 
















Milwaukie, Wisconsin ...... 


























Chicago, Illinois 


2 
















3 


.... 20 


.... 


90 


Minnesota, Min 




















St. Louis, Missouri 












4 




5 




11 




Q7 


97 


Memphis, Tennessee 




































Natchez, Mississippi 






















.... 






New Orleans, Louisiana 








11 








5 
1 




17 
1 


.... 


51 


51 


Nashville, Tennessee 










Evansville, Indiana 






















New Albany, Indiana ... 




























Louisville, Kentucky 




'1 


3 
11 








4 
15 





7 
34 


.... 


29 
451 


oq 


Cincinnati, Ohio 




1 .... 




7 




451 


V^heeling, Virf^inia . . 




. . . . 


Pittsburg, Pennsylvania 




. |... 






1 




1 





2 












r 












Total 


33 


2 


3 


28 


6 


13 


.... 


33 


49 


SS 


67 


628 


695 











Tn this table we find, at three periods, the following number of boats, 
with their tonnage, which have been built, worn out, and lost by dis- 
asters, in the west, prior to the year 1849 : 



Boats. 


Tonnage. 


Average tonnage. 


Average number of 
years they lasted. 


684 
552 
420 


106,135 
90,791 
80,220 


155 
164 
191 


i 


1,656 


277,146 


167 


3? 



COLONIAL AND LAKE TRADE. 667 

RECAPITULATION. 

Boats built prior to 1849 1,656 

Boats lost by disasters (nearly 44^ per cent) 736 



on boats, as per tables $5,643,791 

Losses on cargo 12,698,529 

Total loss 18,342,320 

J 

GENERAL AVERAGES. 

Of the 765 steam-vessels on the waters of the interior, 164 run on 
the lakes, and 601 on the rivers. 

Of the aggregate tonnage of these 765 steam-vessels of the interior, 
(viz : 204,725 tons) 69,165 |i tons is upon the lakes, and 135,559if 
upon the rivers. 

Of the 164 steam- vessels on the lakes, 105 are ordinary steamers, 
52 are propellers, and 7 are ferry-boats. 

Of the 601 steam- vessels on the rivers, 558 are ordinary steamers, 
and 43 arc ferry-boats. 

The average tonnage of all the steam-vessels on the lakes (ferry- 
boats excepted) is 437 tons. 

The average tonnage of all the steam-vessels on the rivers (ferry- 
boats excepted) is 235|f tons. 

The average tonnage of the ordinary steamers on the lakes is 503-||- 
tons, and that of the propellers 302tT tons. 

The average number of persons employed on the ordinary steamers 
of the lakes is 19 J to each ; and the numbers employed on the propel- 
lers is 15 J to each. 

The average number of persons employed on the ordinary steamers 
of the rivers is 26 to each ; the boats of the Ohio basin averaging a 
fraction under 26, and those of the Mississippi valley averaging a frac- 
tion over 26. 

The 7 steam ferry-boats enrolled on the lakes measure 555-|i tons ; 
the 43 steam ferry-boats enrolled on the rivers measure 4,177f|- tons. 

Of the 558 ordinary steamers on the rivers, 317 are enrolled in the 
districts of the Ohio basin, and 241 in those of the Mississippi valley. 

Of the 157 ordinary steamers and propellers on the lakes, 31 are 
enrolled on Lake Champlain, the St. Lawrence, and Lake Ontario ; 
%^ are enrolled on Lake Erie ; and 60 at Detroit and on the lakes 
above. 

Of the 43 steam ferry-boats on the western rivers, 31 are in the Ohio 
basin, and 12 in the Mississippi valley. 

A remarkable equahty is found to exist, at the present time, in the 
distribution of the steam tonnage of the interior among the several lines 
of navigation heretofore specified : 

The line of the St. Lawrence and the lakes has 69,165fi tons of it; 

The line of the Mississippi valley has 67,9571^ tons of it ; and 

The line of the Ohio basin has 67,6011^ tons of it. 



668 



ANDREWS REPORT ON 



The 17,607 persons employed on the steam-vessels of the interior, 
as officers, crews, &c., are distributed as follows: 

On the lakes and the St. Lawrence 2,855 

On the Mississippi river and its tributaries 6,414 

On the Ohio river and its tributaries 8,338 

The tabular views of vessels lost on the waters of the interior, shows 
a total loss of 118 — 76 on the rivers, and 42 on the lakes. 

Of this whole number, 35 were lost by tempest, 31 by fire, 19 by 
collision, and 33 by snags. All the losses on the rivers were of the 
class of boats denominated " ordinary steamers" in this report. Nearly 
all the losses on the lakes were of sail- vessels, schooners and brigs. 

The loss of lives, as shown by same tabular view, amounted to a 
total of 695 for the year — 628 on the rivers, and 67 on the lakes. This 
statement is probably under the truth, except as to the Cincinnati dis- 
trict, which is thought to have more assigned to it in the table than its 
real proportion of the fatal calamities of the year. But this information 
is always difficult to obtain, and can hardly be had in an entirely re- 
liable form without a more determined and longer-continued effort than 
was possible in the present instance. 

GRAND RESULT. 

The entire steam-marine of the United States, employed on the coast 
and in the interior, separate and combined, is shown in the following 
tabular view, with the aggregate tonnage thereof, the total number of 
persons engaged upon the same as officers, crew, &c., and the entire 
number of passengers, distinguishing between those conveyed upon 
ferry-boats and those conveyed upon steam-vessels of all other descrip- 
tions. 

United States steam-marine. 



Description of vessels. 



No. 



Tonnacre. 



No. of 

officers, 

crew, 

&c. 



Pres 



High. 



Low. 



Passengers 
carried annu- 



ally. 



Coast. 

Ocean steamers 

Ordinary steamers . . , 
Propellers 

Steam ferry-boats . . . 

Total coast. . . 

Interior. 

Ordinary steamers . . 

Propellers 

Steam ferry-boats .-. . 

Total interior.. 



96 

382 
67 
80 



625 



663 
52 
50 



765 



Tons. 95ths. 
91,475 60 
90,738 40 
12,245 73 
18,041 13 



4,548 

6,311 

542 

369 



3 
152 

50 
10 



93 

230 

17 

70 



212,500 91 



11,770 



215 



410 



184,262 32 

15,729 12 

4,733 63 



16,576 
817 
214 



615 

50 
50 



204,725 12 



17,007 



•15 



50 



190,993 

3,782,572 

53,705 

29,315,576 



33,342,846 



2,714,874 

44,440 

3,102,531 



5,861,845 



COLONIAL AND LAKE TRADE. 
RECAPITULATfON. 



669 





No. of vessels. 


Tonnage. 


ftf oom-marinp nV f ViP TTn it Pf] Sta tPS Ooast, . .......««. 


625 

765 


Tons and 95ths. 
212,500 91 


fiffii m-marinp ni* fhp TTmtpri Statp*s FTltPTinr- .......••.•.. 


204,725 12 




'' Total 


1,390 


417,226 08 





Passengers of the coast division. . 
Passengers of the interior division 

Total 



By ferry-boats. 



29,315,576 
3,102,531 



32,418,107 



By all other 

steam-vessels. 



4,027,270 
2,759,314 



6,786,584 



The strength of the steam-marine of the United States is thus shown 
lo be comprised in thirteen hundred and ninety vessels, measuring four 
hundred and seventeen thousand two hundred and twenty-six and |-| 
tons, and manned by twenty-nine thousand three hundred and seventy- 
seven-men. 

MARINE DISASTERS ON THE WESTERN WATERS IN 1852. 

The annual statements of marine disasters on the western rivers and 
lakes, during the year ending December 31, 1852, exhibit serious re- 
sults. On the rivers, 78 steamers have been lost : 48 of which were 
snagged, 16 destroyed by explosions, 4 by fire, and the remaining 10 
by various other mishaps, such as collisions, wrecks, &c. 

By these disasters 454 lives were lost. 

In addition to the above losses to the steam-marine on the rivers, 
there were lost 4 barges, 73 coal boats, 32 salt boats, and 4 flat-boats. 
The aggregate loss of property attending these casualties is not ascer- 
tained. 

On the lake or northern frontier, the annual statement of Captain G. 
W. Rounds exhibits the loss of life for 1852 at 296, and of property at 
$992,659. He recapitulates the losses as follows : 

Amount of loss 
Do. 
Do. 
Do. 
Do. 
Do. 
Do. 
Do. 



by collisions $261,950 

by other casuahies 730,709 

by steam vessels has been 638,620 

by sail. . . .do do 359,039 

by Amer'n do do 907,487 

by British do do 65,172 

on Lake Ontario by steam $49,350 

on do by sail 29,589 

78 939 



670 Andrews' report on 

Amount of loss on Lake Erie by steam 8543,470 

Do do by sail 197,830 

$741,300 



Do. on Lake Huron by steam 16,000 

Do do by sail 53,600 



Do. on Lake Michigan by steam 800 

Do. do bysail 78,020 



69,600 



78,820 
Do. on Lake Superior by steam , 24,000 

Of the 229 disasters here detailed, 7 occurred in the month of April, 
19 in May, 24 in June, 15 in July, 16 in August, 21 in September, 27 
in October, 85 in November, {^55 in one gale of the 11th and 12th,) and 
15 in December. Six steamers, 7 propellers, and 35 sail vessels have 
gone out of existence entirely. In many instances the amount of losses, 
as above stated, have been matters of estimate, as many must neces- 
sarily be ; but much pains and care have been taken to procure, in 
each case, the opinion of competent men who were most familiar with 
the circumstances. 

These statements show the whole number of lives lost on the western 
waters in 1852 to have been : 

On the rivers 454 

On the lakes 296 



Total 750 

NEW ORLEANS, LOUISIANA. 

The city of New Orleans is situated on the left bank of the Missis- 
sippi river, about 100 miles from its mouth, in latitude 29^ 57' 30" 
north, and longitude 90^ 8' west. It is 953 miles below the mouth of 
the Ohio ; 1,149 below the mouth of the Missouri, by the course of the 
river; 1,397 miles in a direct line, southwest from New York; 1,612 
from Boston ; and 1,172 from Washington by post-route. The popu- 
lation of the city in 1800 was about 8,000 ; in 1810, 17,242; in 1820, 
27,176; in 1830, 46,310; in 1840, 102,193; and in 1850, with its 
suburbs, 125,000; showing a duplication of inhabitants during the last 
half century, on the average, once in twelve years. This, considering 
the character of the climate, and the fact that only about six months of 
eac^ year are devoted to active business, is very extraordinary. The 
business population has always been somewhat migratory ; many per- 
sons going there for the transaction of business during the winter season, 
and returning north to spend the summer months. 

For commercial purposes. New Orleans occupies a ver}^ superior and 
commanding situation. It is the natural enfrepot for supplies destined 
to all parts of the Mississippi valley, as well as the depot for those pro- 
ducts of that salubrious region which seek a market seaward. By 
means of the Mississippi river and its tributaries, an inland trade is 
opened to her gra.^p, the magnitude of which has never been equalled. 
Steamers may leave her wharves and proceed on voyages of several 



COLONIAL AND LAKE TRADE. 671 

thousand miles without breaking bulk. The Mississippi and its affluents 
are flanked on either side b}^ extensive territories, unsurpassed in rich- 
ness of soil, which readily yield a harvest to the labors of the agricul- 
turalist, whether it be of cane, corn, or cotton. These are the principal 
staples of the valley, and the receipts of each of their products at New 
Orleans are rapidly increasing. Heretofore, the river has been the only 
channel depended upon tor their transportation. Several lines of rail- 
way are in process of construction now, however, to facilitate the trans- 
portation of cotton and sugar, produced at a distance from the river, to 
market, and thus enlarge the area of production. These bulky pro- 
ducts will not bear an extensive land carriage by the old mode, and 
result in vv^ealth to the producer; but the construction of railways for 
their cheap transit to the river, even, will not only change the prospects 
of the interior planters for the better, but will add greatly to the v/ealth 
and commerce of New Orleans, which is eminently a place of exchange 
and distribution. It is the great depot of the southwestern plantations, 
where cotton and sugar crops are bought and sold while still in the 
field, or " advanced" upon prospectively if necessary. It has also an 
extensive trade with Texas, Mexico, and the Gulf ports, as well as a 
very heavy foreign export trade. These facts will be fully illustrated 
by the accompanying tables. She has, besides, a large coasting trade 
with the Atlantic ports, the value of which can only be known generally 
by its results. 

Since the acquisition of California by the United States, and the dis- 
covery of its mineral wealth, and the consequent opening of important 
trade to the Pacific, the reUxtive importance of New Orleans to New 
York and other Atlantic cities has not been as well maintained as it was 
before. The Atlantic cities, but particularly New York, have received 
most of the California trade and commerce, owing to the establishment 
of lines of extensive ocean-stc^amers via Panama and Nicaragua, and 
the many steamers, and clipper and other ships, engaged in such trade 
from those ports, sent around Cape Horn. Sanguine expectations are 
entertained in New Orleans of the flivorable results to that city, in 
respect to the Pacifi.c trade, when the Gulf or Tehuantepec route is 
opened, either as a route of passage for ships hj canal or a route of 
transit by railway. Doubtless, these anticipations would be realized; 
but, at the same time, the advantages of such route, it is believed, 
would accrue in an equally favorable degree to the Atlantic ports. 
The capital, shipping, and seamen, supplied by those cities to the 
tvhaling, Pacific, China, and East India trade, could not readily be 
transferred to New Orleans, even with the great advantages such route 
would afford that city. As the recipient, however, of the vast and in- 
estimable resources of the Mississippi valley — which natural advantage 
can never be destro3'ed by artificial communications from that valley to 
the Atlantic — New Orleans will maintain its rank as one of the largest 
commercial cities of the world. 

To present som.e of the advantages enjoyed b}^ New Orleans as a 
commercial city, the following extracts are made from an article pub- 
lished in De Bow\s Review in 1846, prepared by the present Assistant 
Secretary of the Treasury, William L. Hodge, esq. Mr. Hodge having 
been for many years a resident of New Orleans, intimately and person- 



672 

ally connected with the business interests of the city, was fully compe- 
tent to do justice to the subject which he has discussed. 

Mr. Hodge says: 

"No city of the world has ever advanced as a mart of commerce 
with such gigantic and rapid strides as New Orleans. 

"Her commercial life may be said to date after the cession of Louis- 
iana to the United States, in 1803, as previous to that her commerce 
was insignificant ; and yet, in this short period of about forty years, she 
already ranks as the fourth city of the world for the magnitude and 
value of her commerce, being exceeded only by London, Liverpool, 
and New York, The forein importations of New York greatly exceed 
those of New Orleans ; but if the whole of the foreign and coasting 
trade of both ports are taken into view, it might be a matter of doubt 
whether the hulk, and possibly the value of merchandise that enters and 
leaves the mouth of the Mississippi, is not fully equal to that which 
enters and leaves Sandy Hook. At any rate, if it is not now, it will in 
a very few years not only equal but exceed it, and place New Orleans 
the third in rank of the commercial cities of the w^orld. * # * 

" The facilities and convenience of transacting business at New Or- 
leans are fully equal to, and in many respects superior to those of any 
other place. It is the centre of immense exchange operations, and any 
amount of funds can at all times be obtained at the shortest notice 
under good letters of credit, and bills negotiated with great readiness 
and facility on any prominent point in the United States, or any of the 
commercial cities of western Europe; and the banking institutions 
afford all reasonable accommodations to the local wants and trade of 
the city. 

"Some European cities can show more splendid quays or magnifi- 
cent docks for the accommodation of shipping, and the landing and 
loading of cargoes, far exceeding in appearance and durability anything 
of the kind in New Orleans, but in no way superior in point of actual 
convenience to the unpretending wharves of the city. 

"As is generally known, the surface of the alluvial soil of Louisiana, 
including, of course, the site of the city, is considerably below the river 
in ordinary stages of high-water, and the country is protected from in- 
undation by a raised and soHd embankment called the ''Levee,'' ex- 
tending on both sides of the river below, and a great distance above- 
the city. Outside of the levee the bank of the river is called the *Bat- 
ture,' which in many places is increasing from the continual alluvial 
deposites, while in other places the river has what is called 'a fallin*g 
bank,' and the water gradually encroaches on the land. Li the former 
case the levee is advanced as the batture increases, and this has been, 
the case in a large portion of the front of New Orleans, where in some 
parts the levee has, in the last 25 years, advanced full 1,000 feet ; and 
the front warehouses now stand for a long extent that distance from the 
water, affording a splendid space for the vast bulk of produce that is 
annually landed and shipped. The wharves are constructed outside 
the levee on massive piles, driven with a heavy iron ram into the mud, 
and extending over the river into the water sufficiently deep to admit 
the heaviest steamboats and ships to lie up against them; heavy sleepers^ 
connect the piles at their tops, and on these piles the platform is laid 



COLONIAL AND LAKE TRADE. 673 

of thick planking, the edges of which are separated about one inch, to 
prevent the accumulation of dirt which falls through these interstices 
into the river flowing below, and in five minutes after the heaviest 
storm the whole surface is in perfect condition to receive any description 
of merchandise. These wharves are thus planked back until they join 
the crown of the levee, in some places 150 to 200 feet, which is made 
firm and solid by a constant coating of shells, and always kept in good 
order. One of these wharves presents an unbroken front on the river 
of 1,500 feet, and others 600 to 800 feet, and in the business season it 
is usual to see these fronts entirely occupied with steamboats lying 
bow on, and each with her stage rigged out to the wharf, actively en- 
gaged in loading or unloading. The wharves intended for sea- going 
vessels are detached from each other with an intervening dock, and 
each wharf accommodates a tier of vessels, w^hich, unlike the steam- 
boats, are moored up and down the river, one outside the other, threCy 
four, and five tiers deep, with a broad common stage communicating 
with the levee, and extending on the buKvarks of the vessels to the 
outside one ; the timber, plank, and all the conveniences for this staging, 
being furnished by the city, who even also supply tarpaulins to protect 
the goods in case of rain. 

" These details are given to show to those who are familiar to ship- 
ping, the very great facilities and convenience that are afforded here, 
and without which it would be impracticable to get through the vast 
amount of business that is transacted in the city, except with great in- 
convenience and enormous expense." 

Having thus sketched the commercial position of the city, as it then 
was, and the advantages and facilities which it possessed for a rapid 
continued advancement, Mr. Hodge proceeds to predict the future 
greatness of this depot of the commerce of the Mississippi valley and 
the Gulf of Mexico. He alludes to the dispatch given to the discharge 
of steamers and other vessels, and then passes to the question whether 
New Orleans will probably retain her immense trade, and how she 
will be affected by the constant augmentation of population, and the 
inevitable development of the resources of the mighty West. But as 
these speculations with respect to the future of New Orleans have 
been for some time past in a rapid course of reahzation, it is considered 
unnecessary to reproduce them here. 

The tables herewith exhibited, presenting, somewhat in detail, the 

commerce of New Orleans at different periods, will show that Mr. 

Hodge, in his most sanguine predictions, did not over-estimate the effect 

which time would produce, through the facilities he then enumerated. 

43 



674 



ANDREWS REPORT ON 



The following table will show^ the value of some of the principal 
-articles imported into New Orleans from the interior, at several periods, 
■during the last ten years: 



Articles. 



Apples. . . 
Bacon.. . . 
Bag-ging. . 
Bale rope , 
Beans . . . 
.Butter . . . 
Beeswax . 
Beef 



Buffalo robes 

Cotton 

Corn-meal . . . 

Corn 

Cheese 

Candles 

Cider 



Coal, western 

Dried apples and peaches. 

Feathers 

Flaxseed 

Flour 

Furs 

Hemp 

Hides /.,.... 

Hay 



Lard . . . 
Leather , 



Lead .... 

Molasses. 
Oats. . . . 



Onions 

Oil, linseed. 
Oil, castor . 
Oil, lard . . 
"Potatoes. . . 
Pork 



Porter and ale 
Packing yarn. 
Skins, deer. . . 
Skins, bear . . . 
Shot 



1851- '52. 



Soap 

Staves , 

Sugar 

Spanish moss 

Tallow 

Tobacco. 

Twine 

Vinegar 

Whiskey 

Window-glass 

Wheat 

Other various article 



estimated. 



^61,068 

6,348,622 

780,572 

677,040 

65,980 

411,628 

7,695 

669,657 

95,500 

48,592,222 

7,452 

1,790,663 

253,543 

323,616 

900 

425,000 

4,020 

72,275 

5,190 

3,708,848 

1,000,000 

257,235 

247,374 

160.302 

1,860 

3,925,845 

189,300 

52,881 

880,332 

4,026,000 

347,454 

34,368 

19.708 

120,148 

395,192 

456,190 

5,250,541 

4,060 

14,651 

24,950 

240 

67,600 

15,924 

278,122 

11,827,350 

34,976 

26,140 

7,196.185 

18,728 

552 

1,097,640 

48,127 

129,836 

5,500,000 



Tot; 



108,051,708 



1845-'46. 



$53,550 

1,671,855 

917,710 

255,051 

66,340 

203,580 

54,000 

580,784 

56,705 

33,716,256 

9,762 

1,556,181 

114,784 

31,383 

405 

131,400 

2,134 

115,175 

6,584 

3,770,932 

900,000 

309,800 

135,495 

213,810 

37,905 

2,729,381 

51,750 

8,387 

1,982,087 

1,710,000 

202,039 

13,958 

31,780 

45,201 

49,514 

160,587 

3,666,054 

],270 

5,900 

87,280 

960 

49,648 

9,082 

147,654 

10.265,750 

8,832 

148,590 

4,144,502 

4,404 

675 

936,832 

11,324 

807,572 

5,000,000 



77,193.464 



COLONIAIi AND LAKE TRADE. 



675 



The annexed table exhibits the total valuation of property from the 
interior during the last eleven years. 



1851-'52 
1850-'51 

1849-'50 
1848-'49 
1847- '48 
1846- '4 7 



^108,051,708 
106,924,083 



79,779,151 
90,033,256 




177,193,464 
57,199,122 
60,094,716 
53,728,054 
45,716,045 



Statement showing the value of exports and imports at New Orleans, annu- 
ally, from 1834 to 1851, inclusive. 



Year. 



Value of exports. 



Domestic pro- 
duce, &c. 



Foreign mer- 
chandise. 



Total. 



Value of im- 
ports. 



1834 
1835 
1836 
1837 

1838 
1839 
1840 
1841 
1842 
1843 
1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 



f 22, 848,995 
31,265,015 
32,226,565 
31,546,275 
30,077,534 
30,995,936 
32,998,059 
32,865,618 
27,427,422 
26,653,924 
29,442,734 
25,841,311 
30,747,533 



36,957,118 
36,698,277 
53,968,013 



^2,797,917 

5,005,808 

4,953,263 

3,792,422 

1,424,714 

2,185,231 

1,238,877 

1,521,865 

958,753 

736,500 

1,055,573 

1,316,154 

528,171 

233,660 

1,617,229 

654,549 

407,073 

445,950 



$25,646,912 
36,270,823 
37,179,828 
35,338,697 
31,502,248 
33,181,167 
34,236,936 
34,387,483 
28,386,175 
27,390,424 
30,498,307 
27,157,465 
31,275,704 
42,021,963 
40,967,377 
37,611,667 
38,105,350 
54,413,963 



$13,781,809 

17,519,814 

15,113,265 

14,020,012 

9,496,808 

12,064,942 

10,673,190 

10,256,322 

8,031,190 

8,170,015 

7,826,759 

7,345,010 

7,222,941 

9,222,504 

9,380,439 

10,050,697 

10,885,775 

12,958,294 



Statement of the receipts on account of duties collected at New Orleans from 
1835 to the 30th of June, 1852, inclusive. 



1835 
1836 
1837 

1838 
1839 
1840 
1841 
1842 
1843 



$961,365 86 

1,422,341 03 

594,132 70 

725,447 75 

1,227,131 19 

1,143,322 31 

852,258 90 

883,234 85 

385,596 29 




$857,131 12 
1,218,435 24 
988,973 48 
734,578 82 
2,115,219 69 
1,565,845 34 
1,961,859 71 
2,319,370 21 
2,282,082 28 



676 



ANDREWS REPORT ON 






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COLONIAL AND LAKE TRADE. 



677 



MOBILE, ALABAMA. 

Mobile is situated on a bay and river, bearing the same name, just 
at the point where the latter enters the former, and about thirty miles 
from the entrance of the bay into the Gulf of Mexico. It is in latitude 
30^ 40' north, and longitude 88° 21' west. The city is on the west side 
of the river, distant from Pensacola, Florida, 55 miles ; from New 
Orleans 160 miles ; from Tuscaloosa 217 miles ; and from Washington 
1,013 miles. It had a population in 1830 of 3,194 persons ; in 1840, 
of 12,672 ; and in 1850, of 20,513 ; showing, from 1830 to 1840, a 
duplication about once in five years, and from 1840 to 1850, a rate of 
duphcation once in about sixteen ^^ears. About forty miles above the 
city, Mobile river is formed by the junction of the waters of the Tom- 
bigbee and Alabama rivers. These latter are both navigable for steam- 
ers, and a portion of the distance for vessels. Steam navigation on the 
Tombigbee extends to Tuscaloosa, Alabama, and Columbus, Missis- 
sippi. Vessels requiring five or six feet draught of water can ascend 
to St. Stephens, about ninety miles from the bay. The Alabama river 
is navigable by steamers to Montgomery, three hundred miles ; and by 
vessels drawing five to six feet, one hundred miles, to Claiborne. 

Mobile bay is about thirty miles in length, with an average breadth 
of twelve miles. The principal channel from the gulf has a depth of 
eighteen feet water at low tide, and on the upper bar, near the mouth 
of the river, there is about eleven feet at low tide ; and eighteen to 
nineteen feet at high water. Owing to this fact, vessels of heavy ' 
draught, when laden, have to proceed to sea at high tide. The tonnage 
registered and enrolled at this port, in 1840, was 17,243 ; in 1841, it 
was 15,714 ; in 1846, 22,537 ; and in 1851, it was 27,327 tons. The 
tonnage entered and cleared from and to foreign ports in those years 
w^as as folio w^s : 



Years. 


Entered. 


Cleared, 


Total. 


184] 


Tons. 
60.548 
77,190 
55,684 


Tons. 

83,276 

97,051 

121,265 


Tons. 
143,824 
174,241 
176,949 


1846 


1851 





The region of country around Mobile, and flanking Mobile river and 
its various auffluents, possesses a soil of the most fertile character, 
which, being reduced to a high slate of culture, must look to Mobile as 
the depot for the shipment of surplus products, as well as the entrepo 
for all foreign supplies, or necessaries not produced in that section. The 
face of the country is level, and remarkably adapted to the cheap con- 
struction of railways. It will be seen by reference to page 289 of this 
report, that this feature in the topography of the country has not been 
overlooked, and that several very important fines of railway are already 
under contract, and in progress toward completion, which must largely 
increase the commerce of Mobile, not only with the surrounding coun- 
try, but with foreign ports. The foUowing statistics of the trade and 



678 



ANDREWS REPOTIT ON 



commerce of the port during several years past, compiled from various 
authentic sources, will show, that with only some five or six hundred 
miles of river navigation by which to reach the interior, her business 
has reached a very enviable position, both in imports and exports. It 
should be remembered, moreover, that Alabama is, comparatively, a 
new State, and more sparsely settled than many others, all parts of 
which are more directly accessible by natural channels. Mobile can 
hardly be said to have commenced her growth till since 1830, since 
which period she has grown in a more rapid ratio than any other south- 
ern city. The agricultural resources of the State of Alabama are sup- 
posed to be second to those of hardly any other for the production of 
the staple articles of that climate ; and when, three years hence, nearly 
every portion of the State will become directly connected with Mobile 
by the completion of her system of railways, it may well be expected 
that the growth of that city will increase beyond all previous periods 
of her history. 

Statement showing the exports and destination of cotton from the "port of Mo- 
bile during the last ten years ending August 31. 



Years. 


Great Britain. 


France. 


Other foreign 
ports. 


United States. 


Total. 


1852 


Bales. 
307,513 
250,118 
162,189 
290,836 
228,329 
131,156 
206,772 
269,037 
204,242 
385,029 
185,414 


Bales. 
95,917 
46,005 
39,973 
63,290 
61,812 
39,293 
66,821 
68,789 
49,611 
53,645 
49,544 


Bales. 
27,048 
26,373 
11,927 
44,525 
29,070 
19,784 
26,824 
52,811 
18,885 
26,903 
6,919 


Bales. 
144,626 

96,029 
113,452 
140,993 
120,350 
116,674 
115,164 
130,601 
195,714 
113,668 

77,161 


Bales. 
575,104 
418,525 
325,541 
539,642 
439,561 
306,907 
415,581 


1851 


1850 


1849 


1848 


1847 


1846 


1845 


521,238 


1844 


465,462 


1843 


479,245 


1842 


319,038 







This statement exhibits very little evidence of an extension of the 
area cultivated during the series of years presented, which is a cor- 
roboration of the necessity for easy communication with a market. 
After the opening of the railways, no doubt a rapid gradual increase in 
the exports of cotton will be observed. Besides cotton, a large quan- 
tity of staves, lumber, and naval stores are shipped from Mobile sea- 
ward. The business in staves and lumber, during the last three years, 
was as fbllws : 



Articles. 


1852. 


1851. 


1850. 


Staves 




No.. 


228,481 
10,189,655 


360,779 
6,816,054 


677,943 
7 293 896 


Sawed lumber. . 




fr.Pt 







COLONIAL AND LAKE TRADE. 



679 



Statement showing the quantity of some of the yrinciyal articles of imports 
into the port of Mobile during the last five years ending AiLgust 31, 
1852. 



Articles. 



1852. 



1851. 



1850. 



1849. 



1848. 



Bagging 
Bale rope 
Bacon . . 
Coftee .. 
Corn. . . . 
Flour . . . 
Hay . . . . 
Lard. . . . 
Lime . . . 
Molasses 

Oats 

Potatoes 
Pork.... 

Rice . 

Salt . . . . 
Sugar. . . 
Whiskey 



17,012 
16,585 
11,500 
28,538 
83,380 
74,329 
26,852 
22,481 
31,027 
18,095 
20,985 
22,014 
15,589 

1,491 
154,351 

6,083 
15,597 



30,402 
30,926 
16,637 
25,236 
98,086 
95,054 
27,143 
20,021 
23,745 
23,673 
29,121 
16,248 
23,949 

1,832 
128,700 

6,634 
28,868 



24,901 
22,460 

9,269 
18,928 
79,038 
70,570 
23,189 
10,562 
19,322 
18,042 
12,429 
20,243 

8,016 

1,387 
154,183 

7,760 
21,440 



29,200 
26,679 

6,482 
26,104 
25,573 
52,311 
17,470 

8,044 
21,155 
10,647 
15,290 
19,041 

5,282 

1,169 
131,273 

5,528 
17,895 



27,275 



26,415 
21,505 
33,069 
11,787 
10,914 

9,893 
15,245 
13,160 
29,059 
11,595 

1,227 
70,710 

7,673 
21,345 



The total value of the foreign imports at Mobile, during the last two 
years, may be seen by the figures annexed : 



Years. 


Value of imports. 


Duties collected. 


1852 


^701,918 
440,404 


$131,249 
96,276 


1851 




Increase . 






261,514 


34,973 









This shows an increase of about sixty per cent, in one year, which 
is certainly very handsome, and augurs well for the future prospects of 
Mobile in the direct import trade. 

The present may well be termed the railway era ; and, perhaps, 
there is no other place m the whole confederacy likely to experience 
greater benefits, in proportion to its present population, from such im- 
provements than Mobile. The railways now in progress, terminating 
at that point, must constitute her the entrepot of foreign supplies for a 
very large extent of country. 

The annexed table will show the tonnage entered from and cleared to 
foreign ports, in the district of Mobile, during a long series of years — 
from 1826 to 1851, inclusive. For reasons explained elsewhere, the 
tonnage cleared best exhibits the amount engaged in the export trade of 
that city. 



680 



ANDREWS' REPORT ON 















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COLONIAL AND LAKE TRADE. 681 

FLORIDA. 

The geographical position of this State, the pecuhar productions to 
which its cUmate and soil are adapted, its extensive seacoast, and nu- 
merous rivers and harbors, and its various and valuable resources, and 
especially its important relation in respect to the commercial and nav- 
igating interests of the other States, render a particular notice of it in 
this report pecuharly appropriate. Communications addressed to the 
undersigned by citizens of that State, in response to notes requesting 
information for such notice, are published herewith. Some of the doc- 
uments accompanying these letters are appended. The information 
contained in these letters and documents in relation to the internal im- 
provement of the State, and of its rivers and harbors, to its productions 
and resources, and its present trade and commerce, and that antici- 
pated, is so copious that it is not deemed necessary to make any addi- 
tions. Though these papers are voluminous, and though there are 
matters mentioned in them not directly pertinent to the object of the 
resolutions of tlie Senate, under which this report is made, and notwith- 
standing the undersigned may not coincide with the intelligent writers 
in all respects as to some matters they refer to, yet it has been con- 
sidered just to them, and to the State, not to exclude any part of them. 

A paper respecting "^Ae Gulf of Mexico and Straits of Florida,''^ pre- 
pared chiefi}^ from notes and data furnished by an intelhgent and dis- 
tinguished officer of the engineers, and a map made by the "Coast 
Survey," to accompany that paper, are also herewith pubhshed, as 
being of general and national interest, and especially to the trade, com- 
merce, and navigation of the United States. 

As stated in the papers now published, though Florida can furnish 
ample and superior materials for ship-building from her inexhaustible 
forests, but few vessels are built in that State ; and in fact most of those 
employed, and even most of those owned in Florida, are owned and 
navigated by citizens originally from the northeastern States. The 
business of wrecking on those dangerous coasts and reefs is also 
pursued principally by the same class of persons, now residents of the 
keys, and other residents, emigrants from the Bahamas, who have be- 
come citizens of the United States, and by Cuban Spaniards. It may 
also be observed, that intelligent persons, acquainted with this subject, 
have suggested that, upon a rigorous exclusion by the British imperial 
and colonial governments of our fishermen from just participation in the 
northeastern fisheries ; the latter may find in those at the southern ex- 
tremity of the Union, resources for similar employment, equally profit- 
able to them, and as advantageous to the confederacy; and that the 
realization of such prediction may injuriously affect the trade and inter- 
ests of the British colonies. One great advantage of the southern fish- 
eries is, that they ma}^ be carried on throughout the year. Such diver- 
sion of the occupation of our hardy eastern fishermen from the fisheries 
now used by them to those appurtenant to the State of Florida, w^ould 
also be accompanied by a large increase of the vessels built in that 
State by mechanical labor now employed in the eastern States in such 
business. The injurious effect upoji the similar interests of the British 
colonies can readily be anticipated, and particularly when it is consid- 



682 ' Andrews' report on 

ered that, in the climate of Florida, mechanical labor can also be era- 
ployed without cessation throughout all seasons. 

The papers now published refer to other matters worthy of investi- 
gation and deliberate reflection by the statesmen of this confederacy. 
The great importance to the commercial and navigating interests of the 
Atlantic ports and of the gulf, extending beyond the Isthmus of Pana- 
ma, of completing at an early period the fortifications at Key West and 
at Tortugas — of expediting the valuable labors of the "Coast Survey"' 
in that quarter — of erecting proper light-houses, beacons, aiid buoys, 
&c., on the keys and coasts — of making Key West a naval station and 
a principal commercial depot and rendezvous for our shipping, and a 
point for the deposite of coal and provisions in large quantities, and of 
having a public navy-yard there — is strongly and cogently contended 
for in those papers. Doubtless, when the extensive fortifications now 
in progress at the two points designated are completed, our naval ves- 
sels, though of inferior force, can readily, in case of war with any other 
nation, by operating from Key West and from the Tortugas, owing to 
their peculiar position, keep the Carribean sea, the Gulf of Mexico, the 
Straits of Florida, and the entire southern coast of the United States, 
free from the depredations of any naval enemy. When steamers be- 
come more generally substituted for sailing-vessels, the long and cir- 
cuitous voyage that large vessels from Atlantic ports to the Gulf of 
Mexico, and further south, now often make through the Mona passage, 
or through the "Windward passage," and going on the south side of 
Cuba, (and around Cape Antonio, when bound into the gulf,) can be 
avoided, thereby saving several hundreds of miles of navigation gen- 
erally with unfavorable winds. It has been estimated that exceeding 
four hundred millions of dollars in value in ships, merchandise, and 
produce, (a large proportion of the two latter items from and to the 
valley of the Mississippi,) annually passes near to Key West and Tor- 
tugas, and can be protected or controlled from such points. By the 
completion of the proposed improvements of the routes of passage or 
transit between the Atlantic and Pacific oceans, at Atrato, at Panama, 
or at Nicaragua, and especially if the route at Tehuantepec should be 
made susceptible of passage by a canal or transit by a railroad, the 
amount of property that will pass near to the two points designated 
will be immensely augmented. 

Amongst the topics referred to in the papers now published, is the 
alleged probability of the extensive substitution, before the lapse of 
many years, of oils produced from the turpentine and rosin of the 
southern States, for spermaceti and other oils. If full credence is 
yielded to the writer's anticipations — that resinous oil (recently highly 
improved as to its manufacture) is destined to affect the profits of the 
labor and capital of the eastern States, now so extensively employed 
in the whale fisheries, and already greatly reduced by the decrease of 
the sperm whale — this subject becomes one worthy of grave considera- 
tion. It is alleged that, on account of its cheapness, resinous oil is al- 
ready employed in the adulteration of most other expensive oils, and 
that it is beginning to be much used for machiner}^ for various manu- 
factures, and for lights, in lieu of other oils. 

Reflection upon the suggestions just adverted to, and others con- 



COLONIAL AND LAKE TRADE. 683 

tained in the letters respecting Florida, annexed hereto, and the ac- 
companying statistical data, shows how closely blended, and intimately 
interwoven with each other, are the interests of the most remote sec- 
tions of this confederacy, and how strong the bands are by v/hich the 
perpetuity of our glorious and happy Union is secured. If the interests 
of one kind of industry in one section are assailed and injured by for- 
eign illiberality, there soon opens in another part of this vast empire a 
new field for employment of a congenial character, to which that in- 
dustry can be profitably applied. And they show that, upon the de- 
crease of an important article of commerce, and valuable for use to the 
whole country, the enterprise and ever-ready inventive talent of our 
countrymen soon find new and fully commensurate means of supplying 
the necessities of civilized life and the wants of commerce. A cheap 
substitute for the product of distant seas is obtained from our illimitable 
and exhaustless forests, and new employment in its procurement and 
^ manufacture. 

The suggestions in the paper upon the "Cotton Crop of the United 
States," appended hereto, and in relation to the vast capabilities of that 
region of this continent designated therein as the ^^ Cotton Zone,'''' (as 
yet but partially developed,) and as to the effect of the increased pro- 
duction of that highly important staple upon the destinies of this con- 
federacy, deserve deliberate attention and reflection. This topic has 
been heretofore alluded to in this report, but it is deemed proper to 
pubhsh the fuller statistical data in relation to cotton afforded by this 
paper, compiled from the best authorities. The influence of the inter- 
ests of that region, and of the commercial and navigating interests of 
other sections, based upon and connected with it, is, in the conduct of 
the government of this country, conducive to the preservation of peace 
with other nations, and especially with those nations that afford profit- 
able markets for that product. The restraints imposed by self-interest 
upon those foreign governments which must look to such products as 
the means for employment of several millions of manufacturing labor- 
ers, and hundreds of millions of capital, and as the basis of their com- 
mercial prosperity, from heedlessly engaging in disputes, or coming 
into colhsion with us, are much more powerful and effective in the pre- 
servation of amity than treaty stipulations, however formally and sol- 
emnly concluded. 

The treasury tables show the value of all our domestic exports to 
foreign countries, for the last ten years, to be about $1,258,332,000; 
the annual average value to be about $125,583,000. Of these the 
south and southwestern States (being the region before mentioned as 
the "Cotton Zone") have, in the same period, exported upwards of 
$651,767,000 worth o^ cotton, being an average amount of $65,176,000 
in each year; and it is estimated that upwards of $40,000,000 is now 
annually used for home consumption, and for manufacture in the United 
States for exportation. The aggregate amount exported in 1849 and 
1851, of the crops of cotton of 1848 and 1850, exceeded two thousand 
millions of pounds; and the avails of the exports of the crop of 1850 
amounted, alone, to $112,315,317. The same tables show the produc- 
tion, exportation, and home consumption of rice, and other products of 
the region referred to. The upper Mississippi, or western States, ex- 



684 ANDHEWS' REPORT ON ' ~ 

port to foreign countries chiefly breadstufFs, provisions, and the like. 
The annual average of the last exports specified for the last ten years, 
from all the States, is less than ^27,000,000. Most of all these varied 
products are carried to foreign countries by American vessels, owned 
in the middle and eastern States, and manned by American seamen 
from the same section. The return cargoes, purchased with the pro- 
ceeds of such products, are chiefly obtained through the agency of the 
intelligent merchants of the Atlantic cities, who thus protect the agri- 
culturist from the unjust exactions of a foreign trader, unrestrained by 
a responsibility that can be enforced by our judicial tribunals, and 
w^ithout the stimulants to fair dealing springing from the ties of interest 
and feeling created by national brotherhood. 

How cheering is the confidence these things inspire in every truly 
American heart, that the bands of union between the United States 
cannot be rent asunder by the efforts of foreign foes. They show that 
the infinite and varied resources of these States render them inde- 
pendent of, and impregnable to, any efforts from abroad to injure our 
commercial or other industrial pursuits, by illiberal exactions, imposi- 
tions, restrictions, or prohibitions. They show that we have within 
ourselves the means and ability to meet and counteract any and all 
illiberality ; and they also show that the preservation of our mutual 
interests, and the prosperity of our common country, depend, under 
Providence, upon ourselves alone ; and that the cultivation of fraternal 
feelings and good will, the strict and faithful observance of the stipula- 
tions of our constitutional compact, and the never-ceasing inculcation 
and rigid observance of just and liberal principles and rules of conduct 
towards each other in all things, is the high and solemn duty of every 
American citizen. 

The amount contributed by those States bordering on the Gulf of 
Mexico justifies me in calling attention to the following letter from the 
assistant Secretary of the Treasury, W. L. Hodge, Esq. : 

Washington, 1852. 

My Dear Sir : In reply to your inquiry as to the probable annual 
value of the trade of the American ports in the Gulf of Mexico, I do 
not exactly understand whether you mean to confine it merely to the 
value of the merchandise which arrives at and leaves those ports, or to 
include lii^ewise the value of the shipping employed in the transporta- 
tion of that merchandise. In connexion with the question of a ship- 
canal through Florida, the Senate, in the late session of Congress, re- 
quested information from the Treasury Department as to the probable 
value of the property which annually passed round Cape Florida, 
w^hich the department, in its answer to the resolution, estimated at two 
hundred and fifty millions of dollars. This estimate seems large, and 
was generally so considered at the time, but I am, on further reflec- 
tion, now convinced that it was an under instead of an over estimate, 
and I will give you the data on which this opinion is founded. 

The great difficulty in arriving at the true value of the Gulf trade, is 
the impossibility to ascertain the amount of the coasting trade from the 
Atlantic ports, as no record is furnished to the custom-house of even 
the kind of goods shipped coastwise ; and, of course, nothing even 



COLONIAL AND LAKE TRADE. 685 

approaching to the correct value can be ascertained from the outward 
manifests. Perhaps the most valuable cargoes shipped in iVmerican 
ports are those by the packet-ships to New Orleans, from Boston, New 
York, and Philadelphia, and I have no doubt that some single cargoes 
are not unfrequently worth one million of dollars, and that half a mil- 
lion is a ver}^ common value for them. Some four years since, one of 
these Boston packets — a vessel of 1,000 tons — was missing, and con- 
siderable anxiety was felt for her safety, and from the inquiries made 
as to the amount of insurance effected on her cargo, and the ascertained 
value of some of the heaviest invoices by her, it was pretty well ascer- 
tained that her cargo was worth $700,000. When it is recollected that 
the entire supplies of the States on the lower Mississippi, and a large 
portion of those for the States higher up that river and its tributaries, 
are received through that city, the magnitude of them may to some ex- 
tent be appreciated. The value of goods arriving at New Orleans 
from the x'Vmerican Atlantic ports, I should think would, at a low esti- 
mate, be at least fift}^ millions of dollars ; but, in order to be perfectly 
on the safe side in this respect, I will estimate at that sum all the sup- 
plies thus received at all the Gulf ports, including New Orleans, Mo- 
bile, Pensacola, St. Mark's, Apalachicola, and all the ports of Texas. 

The value of foreign importations at New Orleans is about fifteen 
millions of dollars, and for the other ports of the Gulf not less than five 
millions more. 

Very correct statistical details are kept at New Orleans of all the 
receipts of produce from the interior, with the quantity of each ; and 
an annual statement is published, with the estimated value, based upon 
the current prices of the year, approximating, probably, as near, or 
more near to the true value than such statements usualty do. These 
statements show that the value of this produce annually received at 
New Orleans from the interior ranges from ninety to ninety-five mil- 
lions of dollars ; and allowing ten milhons for the local consumption, it 
would leave eighty to eighty-five millions of dollars as the annual value 
of the txyort trade of New Orleans. 

Mobile exports little but cotton, and the average receipt of which, 
there, is about 500,000 bales, worth at present prices about $22,000,000. 
The exports, including cotton from the ports of Florida, and those from 
Texas, may, in the aggregate, be safely placed at ten millions more, 
showing a total of exports from the American ports on the Gulf of 
about $115,000,000. 

Upon the above data, then, the statement of the merchandise enter- 
ing and leaving the American ports of the Gulf will be as follows : 

Foreign imports $20,000,000 

Coastwise imports 50,000,000 

Exports 115,000,000 

Making a total of. , 185,000,000 

as the aggregate value of the merchandise shipped and received at 
those ports. 

I have not at hand, for reference, the record of shipping arriving 
from the ocean at New Orleans annually, but it exceeds 600,000 tons, 



686 , ANDREWS REPORT ON 

and at all the other ports of the Gulf it would probably be 300,000 tons 
more, maldng an aggregate of 900,000 tons, which, at the value of 
$75 per ton, would be $67,500,000 ; and as these vessels make the 
voyage in and out, the entire value of the tonnage which annually passes 
Cape Florida would $135,000,000; which, added to the preceding 
amount of merchandise, would make a grand aggregate of $325,000,- 
000 of property which annually passes to and from the American 
ports of the Gulf of Mexico. Although this estimate is made up in 
round sums, without going very particularly into detail, I have no 
doubt it is considerably below the real amount. 

The value of the ex-ports from the ports of the Gulf could, with a 
little care and attention, be very correctly ascertained, for they princi- 
pally consist of articles of domestic produce, such as cotton, sugar, 
molasses, flour, lard, bacon, &c., &c., the quantities of which can 
always be ascertained from the outward manifests ; and the pnces are 
a matter of record, from day to day, throughout the year, in the daily 
publications of the public journals and price currents. The custom- 
house record, of course, exhibit the value of foreign importations ; 
and the only difficulty in arriving at the correct value of the trade of 
the Gulf would be in the coastwise shipments from the Atlantic ports. 
Nor do I see how this can be corretly ascertained, and it will have 
to remain as a matter of conjecture, though, in placing it, as I have 
done in this communication, at fifty millions of dollars, I feel well as- 
sured it is considerably below the actual value. 

I regret extremely, that under the heavy pressure of official duties, 
particularly at this time, I cannot devote more time to the subject of 
your injury, and am obliged to give you such a hastily-prepared and 
crude communication. 

Very truly and sincerelv, 

^ WM. L. HODGE. 

Israel De Wolfe Andrews, Esq. 



There cannot be any surprise that the attention of the country, par- 
ticularly the commercial portion, has within a few years been directed 
in a special manner to the value of the domestic and foreign commerce 
flowing through the Straits of Florida and Gulf of Mexico. That at- 
tention will now annually increase, for obvious causes ; and, therefore, 
no apology is deemed necessary for the prominent position that subject, 
in connexion with the State of Florida, occupies in this part of the 
report, to which particular attention is requested. 



COLONIAL AND LAKE TRADE. ^ 687 

Letter from the Hon. E. Carrington Cabell. 

City of Washington, 

House of Reyreseniatives, August 29, 1852. 

Dear Sir : I cheerfull}^ comply with the request in your favor of the 
10th inst., to furnish you memoranda of the works of internal improve- 
ment, and for the improvement of rivers and harbors, heretofore under- 
taken in Florida, and which it is anticipated are to be undertaken by 
the general government, or by the State, or associations in it; and like- 
wise as to the general resources of the State. You can use these notes 
in any manner you please in 3^our forthcoming report to the treasury. 

There is not, perhaps, any State of the confederacy that can be more 
benefitted by the construction of judicious w^orks of internal improve- 
ment, and by the improvement of its harbors, than Florida. Thirty-one 
5^ears have elapsed since the provinces of East and West Florida w^ere 
taken possession of by the United States, under the treaty of cession 
concluded in 1819. No works of internal improvement, except the 
"King's road," in East Florida, and a short and small canal (never 
completed) near Lake Okechobe, and De Brahme's surveys, in 1765, 
&;c., were commenced by the British or Spanish governments whilst 
the provinces were under the control of either of those powers ; and 
since their transfer to the United States, various circumstances have 
combined to retard the development of their valuable commercial, 
agricultural, and other resources. 

The fortifications then near Pensacoia, that at St. Mark's, the fort at 
St. Augustine, and an old defence called Fort George, near the mouth 
of the river St. John's, w^ere all the mihtary defences worth mentioning 
existing in the provinces at the cession. The United States have since 
established a navy-yard and works for the repair of vessels of war, 
and erected other forts, and built a n-aval and marine hospital near Pen- 
sacoia; are building fortifications at the Tortugas, and at Key West, 
and near the mouth of the St. Mary's river, and have placed the fort at 
St. Augustine in good condition ; but no other part of the extensive and 
exposed gulf and seacoast of the State is in any degree fortified ; nor 
are there proper preparations made for the construction, at an early pe- 
riod, of such defences. The entire Atlantic and Gulf coast of the 
United States, from Passamaquoddy to the Rio del Norte, is about 3,500 
miles, and of this extent the coast and reefs of Florida, from St. Mary's, 
around the Tortugas, to the Perdido, comprise upwards of 1,200 miles, 
extending over 8° of latitude and 7^° of longitude ; being more than 
-one-third of the whole coast. 

Within a few years past, our " coast survey ^^ has been commenced, 
but with meagre and inadequate appropriations, not at ail in just pro- 
portion either to the necessities of the work, or to the amounts yielded 
lor such surveys in other sections less important to the whole country. 
No canal or railroad has been constructed by the federal government in 
Florida, but the expenditure of a few thousands of dollars (whilst Flor- 
ida was a Territory) for the removal of obstructions in some of the 
rivers and harbors, and for two or three partial surve^^s of important 
routes of a national character, has given rise to allegations that profuse 
grants have been made for her benefit. She has, too, been unjustly re- 



688 

proached as being the cause of the immense expenditures so profitlessly 
made in the Seminole war ; and by some she is held responsible for all 
the folly, waste, extravagance, impositions, peculations, and frauds 
committed in that war by the employees of the federal government, though 
not citizens of the State. A similar class have had the infamous au- 
dacity to impute to her people the purposed origination of the war, and 
a desire for its protraction, as a source of pecuniar}^ gain. A devasta.ted 
frontier of several hundred miles, and the butchery by the savages of 
hundreds of men, women, and children, throughout the State, and the 
utter ruin brought upon many of her citizens by that war^ ought to be 
sufficient to prove the falsity of this accusation. Those who have prop- 
agated or countenanced such unscrupulous slanders against the people 
of Florida have not, when challenged, exposed a single case in which 
any citizen of the State has obtained payment of any demand against 
the United States, founded on fraud ; and the public records of Con- 
gress and of the federal departments will verify the declaration that 
scores of Floridians have been refused payment of just claims, or post- 
poned on the most frivolous pretexts and discreditable suspicions. 

If attempts have been made in any instance, by individuals claiming 
to belong to Florida, to obtain from the federal treasury claims not 
founded in strict justice, such dishonorable exceptions do not excuse 
wholesale imputations against the citizens of the State generally, nor 
justify the excitement of prejudices against them, and the withholding 
payment of just demands. 

Both of the provinces, when acquired by the United States, (excepting 
only a small portion of country around the city of Pensacola, at the western 
extremity, and the region contiguous to the city of St. Augustine, and 
to the lower part of the river St. John's, in East Florida,) were in the 
possession of warlike and hostile bands of savages. The territories, 
when ceded, were covered with British and Spanish titles to lands, 
some for tracts of several thousands of acres. The " Forbes grant" — • 
extending from the St. Mark's to the w^est side of the Apalachicola 
river, and including also the site of the city of Apalachicola, and several 
thousands of acres contiguous thereto, further west, and the adjacent 
islands of St. George and St. Vincent, and Dog island, and reaching- 
upwards of sixty miles from the coast into the interior — covered an area 
of upwards of one million two hundred thousand acres. Most of the- 
lands which had not been previously granted were included in the con- 
cessions by the King of Spain to the Duke of Alagon, the Chevalier 
De Vargas, and the Count of Punon Rostros, clandestinely made whilst 
the treaty of cession was bemg negotiated, and which, though annulled 
by a codicil to the treaty, are still claimed by the grantees, and those 
to whom the grants have been assigned, to be valid and in force. A 
decision has recendy been given by the United States court in Florida, 
in a suit brought upon the Alagon or "Hackley grant," against its va- 
lidity. The procrastination since 1821 of the definitive ascertainment 
and confirmation or rejection of alleged Spanish titles, has been a serious- 
evil to the State, and aided to retard its settlement and progress. 

The removal of many of the Indians from the upper and middle 
sections to below 28° (N. L.) on the peninsula, was effected about 
1825, under the treaty made with the chiefs at Camp Moultrie in 



COLONIAL AND LAKE TRADE. 689 

1823. Though this measure opened a large portion of the country 
to settlement, and when adopted was generally commended, expe- 
rience has proved that it was injudicious policy. It has been the 
prolific cause of subsequent troubles, and of great sacrifice of life and 
property by the people of Florida, and of immense expenditures 
by the federal government ; the responsibility for which, as before 
stated, has been most unjustly attributed to the inhabitants of the 
State. The measure referred to has put back the State at least a fifth 
of a century. Four large bands or towns of Indians, located on the 
Apalachicola, remained there till 1834, when they w^ere removed peace- 
ably, in conformity with treaty stipulations, to the Indian territory west 
of the Arkansas. In 1835 the Seminoles, Miccossukies, and other tribes, 
{concentrated, as above stated, near the fastnesses of the peninsula,) in 
resistance to the enforcement of treaties stipulatmg for their emigration 
west of the Arkansas, commenced predatory hostilities that soon ripened 
into open war, which lasted for seven ^^ears, and was attended w^ith but 
limited and partially creditable success to the federal government, or to 
its officers, either in arms or in diplomacy. The best measure adopted 
by the United States during the war was the "armed occupation" act 
of 1842; though the policy pursued by the federal government, in the 
execution of the law, until the act of July 1, 1848, was passed, de- 
creased its benefits. The contest was abandoned by the United States 
in 1842, an ^''arrangement'''' with the yet unsubdued Indians then being 
made (similar to two others after 1835, which they had violated) by 
the general officer commanding the United States regular forces in 
Florida ; and which last " arrangement," in disregard of the previous 
treaties, stipulated that those Indians, headed by the chiefs Arpiarka and 
Bowlegs, might remain on the peninsula. Their whole number, it is 
estimated, cannot exceed eight hundred, and they are on payer restricted 
to prescribed limits, embracing many hundreds of square miles in area. 
Since that *' arrangement," repeated disturbances, attended by blood- 
shed and the destruction of property, have occurred, owing, it is alleged 
by the citizens, to the depredations of the Indians outside of the country 
reserved for them ; and, on the other hand, asserted by those inimical 
to the people of Florida to be occasioned b}^ the encroachments of the 
frontier' population upon the Indian reservation. The officers of the 
federal government have not restrained the Indians to the limits of the 
•' reservation ;'''' and while this duty is neglected, collisions and conflicts be- 
tween the savages and the settlers near to the lines are inevitable. Means 
are now being adopted to effect the removal of the few hundred war- 
riors and women and children yet remaining (and it is said in a state 
of destitution) on the lower end of the peninsula, and which efforts it 
is hoped may be successful ; but if they fail, prompt and efficient 
measures will certainly be taken by the State government to abate this 
evil, so blighting to the prosperity of Florida. 

It is a striking fact in the history of the provinces of Florida, that 
since their first discovery by the Spaniards, nearly three centuries and 
a half ago, they have never enjoyed twenty successive years of peace 
and tranquillity, undisturbed by domestic warlike conflicts or foreign 
hostile invasion. They have changed owners and masters several 
times. The late disturbances with the Seminoles brought destruction 
44 



690 ANDREWS* REPORT ON 

and ruin upon many Floridians, and the insecurity to life and property 
since 1835 not only deterred emigration to Florida, but hundreds of 
worthy and valuable citizens abandoned their plantations, and, with 
their families, went to other southern States, where they would not be 
daily liable to massacre and devastation, owing to the neglect, by the 
federal government, of the dut}^ of protection. 

The creation by the territorial legislature of some ten or a dozen 
banks, to three of which were given territorial bonds or guaranties to 
raise their capital, and the failure of all these corporations prior to or 
in 1837, the inability of any of them to retrieve their credit, and the 
liability imputed by the foreign holders of the "faith bonds" and "guar- 
anties" to the State of Florida, since organized, for several milHons of 
dollars, have been a serious drawback to the settlement and growth of 
the State. The State constitution expressly inhibits the State legisla- 
ture from levying any tax for the redemption of these imputed obliga- 
tions ; those who effected the adoption of such restriction contending 
that the people of the State are not justly responsible for the improvi- 
dent acts, allowed by Congress, of the territorial authorities, who, they 
insist, were the creatures solely of federal legislation and federal execu- 
tive power, and also that the bonds were purchased by the holders in 
disregard of the conditions of the acts of incorporation, and with full 
knowledge of all the facts. Some contend, also, that the territorial 
banks were created without any competent legal power in the terri- 
torial legislative council therefor. 

The annexation of Texas first, and the subsequent acquisition of 
California, and the discovery of gold there, also diverted emigration 
from Florida to those States. 

These events have greatly retarded the growth and prosperity of the 
State ; and the present backward condition of her internal improvements 
should not be mentioned without also adverting, at the same time, to 
them as her apologies. Her people are as public-spirited and as enter- 
prising as those of any other section, but their energies have been stifled 
by the series of untoward circumstances alluded to. Blessed with a 
genial climate and a fruitful soil, and advantages for improvement, with 
facility and cheapness unsurpassed by any country, it is believed Flor- 
ida is destined, in time, to become a populous and one of the richest 
and most prosperous States in the Union. 

The severe restrictions imposed in 1832 and 1834 upon our Cuba 
and Porto Rico trade are ably and fully exposed by Senator Mallory 
in his recent pamphlet on that subject. They are a serious grievance 
to the State. But for those restrictions, we should sell annually to 
those islands many thousands of dollars worth of agricultural products, 
stock, &c. The restrictions should be forthwith abrogated, if the com- 
mercial and agricultural interests of the Gulf and Atlantic southern 
States are entitled to any consideration ; and, indeed, the dictates of 
sound policy and equal justice to every section of the Union impera- 
tively demand the repeal of those laws. 

It is proper, also, to state here that the failure of the federal govern- 
ment to fulfil in good faith its obligation to indemnif}^ Spanish inhabi- 
tants for the spoliations of 1812, 1813, 1814, and 1818, when the prov- 
vinces (then belonging to Spain) were invaded b}' the troops of the 



COLONIAL AND LAKE TRADE. 69l 

United States ; and the withholding of protection to the citizens of Flor- 
ida during the protracted Indian hostihties which commenced in 1835 ; 
and the refusal to indemnify the many hundreds of citizens whose prop- 
erty was devastated by the savages, owing to the flagrant neglect of the 
federal government to fulfil its duty of affording proper protection to 
them ; and, likewise, the refusal to pay others their just dues for supplies 
furnished to troops in service, and for services rendered the federal gov- 
ernment — are all matters that have been severely felt in Florida, and 
ha^e all materially retarded its prosperity. 

The only railroad in Florida now in operation is the Tallahassee and 
St. Marks road. It was built about 1834, by an incorporated company. 
It now runs from Tallahassee to the seaport at the site of the ancient 
Spanish fortress of St. Marks, at the junction of the St. Marks and 
Wakulla rivers, a distance of about 23 miles, and is in good condition. 
Between twenty and thirty thousand bales of cotton, and large amounts 
of other produce and of merchandise, are annualty transported over 
this road. It originally crossed the St. Marks river, and run to a point 
on the bay of St. Marks, or Apalache, a short distance below its present 
terminus, where a flourishing village soon sprang up, but which was in 
1843 totally demolished by an unprecedented hurricane and flood from 
the Gulf, by which many lives were lost. This railroad is now owned 
chiefly by General Call. The cost of construction, of rebuilding it, and 
of repairs, has probably been $250,000 ; but it is generally considered to 
be a good investment. If it is intersected by the contemplated great 
Central road, hereafter spoken of, it will increase in value. The Georgia 
*' Brunswick Company," hereafter alluded to, it is understood desire to 
connect with this road ; and projects have been in contemplation to ex- 
tend the Tallahassee road to Thomasville, Georgia, and to other points 
in Georgia, without reference to the Brunswick Company. Such ex- 
tension will add to its importance. 

Plank roads are being projected at several detached points in Florida, 
for short distances, and one several miles in length is now in course of 
construction from New Port (a rival town to St. Marks, situate a few 
miles above it, on the St. Marks river) to the Georgia line. 

A small private railroad was constructed a few years ago, leading to 
Forsyth & Simpson's extensive manufactories and mills, near Bagdad, 
on Black Water river. West Florida ; but it became useless, and has 
been taken up. 

In 1835, a company was incorporated to build a canal or railroad to 
connect the Apalachicola river (through Lake Wimico) with St. Joseph 
bay ; at which it was intended to establish a shipping port for the 
produce brought down the Chattahoochie, and Flint, and Apalachicola 
rivers, and from the surrounding country, and for receiving and for- 
warding merchandise to the interior, and as a rival to the city of Apa- 
lachicola. A road about nine miles long was put in operation, but, in 
consequence of the difficulties attending the passage of large steam-- 
boats through the shoal waters of the lake, it was abandoned in 1839; 
and another road running from St., Joseph, north, about thirty miles to 
lola, a village eslablished on the west side of the Apalachicola, a mile 
above the Chipola river, was constructed at an expense of upv/ards of 
^300,000. A bridge of superior construction, several hundred yards in 



692 ANDREWS' REPORT ON 

length, was thrown across the Chipola, and the raih'oad continued upon 
it. A town was soon built, at the southern terminus, on the bay of St. 
Joseph, which bay has an excellent harbor, easily accessible to mer- 
chant vessels of the first class usually employed in southern trade. In 
1841, the railroad, in consequence of pecuniary embarrassments of the 
company, occasioned by its immense expenditures, was abandoned, 
and soon after, the rails were taken up and sold to a railroad company 
in Georgia. Many persons contend that the site has superior advan- 
tages, and that with judicious management it would have succeeded, 
and that it may be resuscitated at some future period under favorable 
auspices. The proper and judicious improvement of the harbor of 
Apalachicola would, of course, prevent this, and especially if the inland 
communication along the coast (hereafter mentioned) from South Cape 
to the Mississippi is undertaken. Apalachicola now ships to foreign 
ports and coastwise upwards of S6,000,000 worth oi' cotton and other 
produce annually ; and receives a corresponding amount of merchan- 
dise for transportation into the interior ; and has, besides, considerable 
trade. 

Some miles of the Florida, Alabama, and Georgia railroad, near 
Pensacola, were graded as hereinafter stated several years ago; but 
that work has been suspended for the present. 

Excepting some local improvements at the city of St. Augustine, 
made by the federal government, and which were necessary for the 
preservation of its property there, the foregoing, it is believed, comprise 
all the works of the character you inquire of heretofore constructed or 
partially constructed in Florida. 

Florida has several capacious and secure harbors, and of easy 
entrance. No less than twenty-six important rivers — the Perdido, the 
Escambia, the Black Water, and Yellow rivers, (through St. Mary de 
Galvez bay,) the Choctav/hatchie, the Apalachicola, (into which flow 
the Chattahoochie and the FHnt,) the Ockolockony, the St. Marks, and 
Wakulla, through St. Marks or Apalache bay,) the Wacissa and Os- 
cilla, the Suwanee or Little St. John's and its tributaries, the Withla- 
coocy, and Alapahau, and SantafFei, the Weethlockochee or Amixura, 
the Hillsborough, the Nokoshotee or Manatee, the Tala^hpko, or Peas 
creek, the Caloosahatche, the Otsego, the two Caximbas, the Galivans 
river, Harney's river and Shark river ; besides other streams of lesser 
note — flow from or through the State into the Gulf of Mexico. The five 
first named rivers extend into the State of Alabama. They already 
bear upon their waters to the Florida Gulf shipping ports valuable 
products, which could be greatly increased by comparatively trifling 
artificial "internal improvements," and the value of the public and 
private lands in Alabama, contiguous to them, much enhanced. The 
Chattahoochie river is the boundary between Alabama and Georgia, 
and is navigable for steamboats lor upwards of 150 miles northward 
from its junction with the Flint, where they form the Apalachicola. 
The Flint extends upwards of 100 miles, into one of the most productive 
sections of Georgia. The Ockolockony, the Oscilla, the Suwanee and 
the two first named of its tributaries, all extend into Georgia; and if 
all of them are not susceptible, by artificial improvement, of being 
made navigable for steamboats of a large class, they can be made equal 



COLONIAL AND LAKE TRADE. 693 

to most of the ordinary canals in operation in the middle States, to 
within a few miles of their respective sources, in affording facilities for 
the transportation of produce to the coast, and of merchandise into the 
interior. Every one of the rivers named, not only at their respective 
outlets to the gulf, but with reference to their navigation in the interior, 
is susceptible of artificial improvement, the beneficial effects of which 
would be commensurate to the expense incurred. The country at large 
would not only be benefitted by the promotion and extension of the 
agricultural and commercial interests of the contiguous region, and the 
development of new sources of wealth and prosperity that the improve- 
ment suggested would cause, but the facihties for cheap and ready 
defence of an extensive coast firontier (now greatly exposed to a foreign 
maritime enemy) that such improvements would afford would be of 
incalculable national advantage. In fact, the federal treasury, as to most 
of them, would be more than reimbursed for all outlays (if it undertook 
the works) by the enhanced value of the public lands in their vicinity, 
and their consequent increased sales ; and if undertaken by a State 
or States, or by corporate associations, and a proper portion of the lands 
were granted in aid of the works, the United States would be remu- 
nerated by the increased value of the portion retained. The States of 
Alabama and Georgia are directly interested in the improvements 
referred to to an extent quite equal to the interest of the State of Florida. 
Some years since, the legislature of the last named State directed an 
examination of the Ockolockony river with a view to its improvement; 
and it has, also, at different times, made examinations with a view to 
the improvement of the navigation of the Chattahoochie and Fhnt rivers ; 
and it has expended some money on both. Alabama has as yet done 
but little to promote the interests of her southeastern counties in obtain- 
ing facilities for the transportation of produce to the gulf through Florida. 

It is believed that the improvement of the bays and harbors, and of 
their outlets, to the gulf or sea, can be rendered easier, less expensive, 
and more substantial and permanent, by the adoption of the S3'stem of 
closing unnecessary delta or outlets ; and, instead of removing bars or 
deepening channels by excavation^ making portions of them positive 
and immovable obstructions; thereby confining the waters to as few 
channels as possible, and causing them to force and deepen those chan- 
nels for their dehouchement to the gulf or sea. Especially on the southern 
Atlantic coast, and in the gulf, is this plan deemed to be the most eligible. 

Several different examinations, reconnoissances, or surveys have 
been made of some of these rivers, and their outlets, and reports fur- 
nished as to their susceptibility of advantageous improvement ; which 
can be found by reference to the public documents, of which a fist is 
annexed in note A. 

That an inland water communication from the Mississippi river to 
South Cape, in Middle Florida, could be obtained for steamboats of a 
medium size, and coasting craft, was many years ago maintained by high 
authority. The expense necessary to obtain such inland communica- 
tion, by canalling between the nearly continuous line of bays or sounds 
running parallel with the gulf coast from South Cape to the Mississippi, 
and by closing the mouths of one or two streams, and stopping a few 
shoal inlets, is really trifling when the immense advantages to flow 



694 Andrews' report on 

from such work are estimated. But I will not dilate on ihis undertaking. 
The public documents enumerated in note A afford full information on 
the subject, and demonstrate to my judgment, the entire practicability 
of effecting results especially beneficial to the western States, and to 
Alabama and Florida, and, when such communication is extended 
across the peninsula to the ocean, important to the Atlantic States. 

On the Atlantic or eastern coast of" Florida, above or North of Cape 
Sable, there are several important streams, which could also be im- 
proved by widening, straightening, and deepening, and by removing 
obstructions in the navigation, at comparatively trifling expense, con- 
sidering the benefits that would result therefrom in the same way above 
mentioned. 

The sound behind the tongue of land terminating at Cape Florida 
receives the Miami river. Little river. Arch creek, Rio Ratones, and 
Snake creek, and extends several miles north, parallel with the sea-shore. 
New river inlet, Hillsborough river and inlet, Jupiter inlet, St. Lucia 
river and inlet, Halifax river and inlet, Mosquito river and inlet, Man- 
tanzas river and inlet, St. Augustine harbor, North river, San Pablo 
creek, St. John's river, Nassau bay and river, and the river St. Mary's, 
(the latter being the boundary between Florida and Georgia,) are all 
important points on the Atlantic coast. As is heretofore stated, in re- 
spect of the gulf coast between South Cape, in Middle Florida, and the 
Mississippi, a nearly continuous hue of inland "sound navigation," for 
coasting craft and steamboats of the medium size, drawing six or seven 
feet, it has been suggested, (and with great plausibility,) may be effected 
from Cape Florida to the mouth of the St. Mary's river by closing se- 
curely and permanently some of the inlets mentioned, and by excava- 
ting less than thirty miles of canal, and by widening and deepening, 
in a few places, the natural channels of the interior communications 
now existing; being the "sounds," and also the "lakes" and rivers, 
adjacent to, and extending, (with but trifling interruption,) along the 
entire eastern coast of the State, and running parallel with the sea- 
shore, at a short distance therefrom, in the interior. And it has been pre- 
dicted that, after such improvement, the natural effect of the tides from the 
sea, through the "inlets" remaining open, and of the accumulation of 
the waters flowing into the sounds from the interior, and restrained to 
such outlet to the sea, and the currents caused thereby, would be, not 
only to increase the depth of the channels of the sounds, but to deepen 
several feet and keep open the entrances from the ocean at St. Augus- 
tine, and St. John's, and to such extent as always to admit large ves- 
sels adapted to foreign trade. The entire expense of such improve- 
ments, it is estimated, would not exceed two hundred and fifty thou- 
sand dollars. But if it should be three or four times that sum, it would 
not equal the value of the benefits resulting in a national point of view, 
and to other States besides Florida. Such improvements would ren- 
der the entire coast from St. Augustine to Cape Florida forever im- 
pregnable to any enemy, and even exempt it from annoyance ; without 
the necessity of fortifications, except at the outlets to the sea, left open, 
and deepened, as suggested; and many coasting vessels from the east- 
ward, going southward, might, by such inland communication, avoid 
the necessity of stemming the strong current of the "gulf stream;" of 



COLONIAL AND LAKE TRADE. 695 

crossing the Bahama banks ; and also the other hazardous experiment 
of hugging Cape Carnaveral, and keeping close to the Florida coast, 
in trying which so many such vessels bound southward are wrecked. 
The documents referred to in note A will give you valuable informa- 
tion on all these points. 

The clearing out of the small streams emptying into the sounds at 
the southern part of the peninsula, and the connexion of the sources 
of those streams hj canals with the interior and fresh waters of the 
Pahhayoke or Everglades, covering an area of at least eighty by thirty 
miles, and with the large and deep fresh-water lake Okechobe, further 
north, and with the interior river Kissimme, running into said lake 
from Tohopekaliga lake and other lakes, (the waters extending ninety 
miles north from the mouth of the river,) would not only reclaim vast 
quantities of rich sugar lands, now submerged by the overflow of the 
waters, at certain seasons, but would be the means of facile interm' 
communication, and also between every part of the interior region and ' 
the seacoast, and afford easy and cheap transportation for all the pro- 
duce intended for exportation to foreign ports or shipment coastwise. 
The extensive swamp called Halpatioke would become dry and culti- 
vatable. And the character of the country is such, that the cost of 
such improvement would not be great. The upper soil is light and 
easy of excavation ; the substratum of clay with which it is underlaid 
is tenacious, and prevents the difficulties so often caused b}^ caving or 
sliding. The face of the country is level, and no material obstructions 
arising from rocks will be found. The principal obstacle to the under- 
taking is, that it is of a character which renders it necessary that every 
portion of it should be commenced and carried on to completion 
simultaneously, and speedily, requiring a large laboring force and 
united, combined, and concurrent action. 

So, too, on the western coast of the peninsula, the deepening of the 
outlets, and the connexion of the rivers emptying into the Gulf with the 
same interior waters above mentioned, would be equally beneficial. 
The vast swamp called the Big Cypress, or Atseenhoofa, could be 
reclaimed. And the completion of such works on both sides would 
probably effect a means of passage for small coasting vessels and 
steamers across the peninsula, thereby avoiding the perilous navigation 
of the keys and reefs farther south, and extending southwestwardly, 
upwards of a hundred miles from Cape Florida and Cape Sable, into 
the gulf 

The improvements suggested in the two last paragraphs are subjects 
of comment in the valuable documents annexed to a report made by 
Senator Breese, of Illinois, from the Committee on Public Lands of the 
Senate, at the 1st session, 32d Congress, August 28, 1848, Doc. No. 
242. Other important information as to the agricultural capabilities, 
and products, and trade, and fisheries, and other resources of Florida, 
is to be found in these documents. 

On the peninsula a railroad from Tampa Bay to the navigable waters 
of the St. John's, near the head of the navigation of that river, has 
been spoken of, and will probably in a very few years be undertaken. 
When the adjacent country becomes more densely populated, such 
work will certainly be constructed. 



696 ANDREWS' REPORT ON 

Another road from Tampa, running northwardly up the peninsula, 
avoiding the water-courses on both sides, and extending as far up as 
Jacksonville, has been strongly urged, and has many advocates. 

Above Tampa, on the peninsula, various projects have been sug- 
gested to connect the lower with the upper region of the peninsula, and 
and to connect the Gulf of Mexico w^ith the Atlantic. 

It is said that the head waters of the Kissimme can be connected 
with those at the sources of the St. John's river, so as to be navigable 
for boats transporting produce. 

A canal for boats or barges drawing four or five feet, has been spoken 
of as practicable, at small expense, from the Ocklawaha, a branch of 
the noble river St. John's, to the navigable waters of Weethlockochee, 
or Amixura. 

A canal from the sound near Smyrna, on the eastern edge of the 
State, to lakes which are the head waters of the St. John's river, a few 
miles west of the seacoast, or from a point on the sound to the same 
waters, some distance farther south, has also been suggested. 

A railroad from Pilatki, on the St. John's river, to such point as may 
be ascertained to be the most eligible, on the gulf coast, near Cedar 
Keys, or near Waccassah bay, has likewise been spoken of; as has 
also a similar work from Jacksonville, on the St. John's ; and also one 
from the mouth of the St. Mary's to the same points on the gulf. In 
fact, several different railroads from the west side of the St. John's 
river, farther down to the gulf, are in contemplation. 

One from Picolati, intended to extend east to St. Augustine ; one from 
the head of navigation on Black creek ; and one from Jacksonville, or 
a point near that town, to some point on the gulf, or on the Suwanee 
river, have been spoken of; and, likewise, a railroad from St. Mary's 
river to the Suwanee. Charters have been obtained in past years, from 
the Florida legislature for some of the last-mentioned works, to be un- 
dertaken by corporate associations ; but none of them, it is believed, 
have as yet had any route properly surveyed, preparatory to carrying 
out their charters and commencing such work practically. The routes 
of two of these contemplated works are laid down on the map enclosed 
to you, of one of which it is understood some years since a reconnois- 
sance was made by an officer of the United States army (Captain 
Blake,) since killed in battle in Mexico. The same officer made a par- 
tial survey of the harbor of Tampa, and of a portion of the eastern 
coast of the State, and of the sounds contiguous thereto, which are re- 
ferred to in the said list of documents, marked A. 

The "thorough-cut," or "great ship-canal," or "ship-railway" across 
the head of the peninsula, has been written about a great deal within 
the last thirty years. It has formed the subject of congressional speeches 
and reports, and of newspaper essays; and, many years since, a board 
of United States engineers, at the head of which was General Bernard, 
made a partial survey, with a view to ascertain its practicability and 
its cost. His report and maps of his surveys are to be found in vol. 
iv. Ex. Doc, 2d sess. 20th Cong., 1828-'9, Doc. No. 147. Different 
termini have been indicated on the gulf side for this work. The St. 
John's river has generally been mentioned as the most eligible termintis 
of said work on the eastern side. An appropriation of $20,000 will 



COLONIAL AND LAKE TRADE. 697 

probably be made at this session of Congress for the completion of the 
survey for this work. 

Whilst the certain practicability of effecting the completion of this 
stupendous and magnificent project to the full extent anticipated by some 
of its advocates has by many been deemed questionable, (and it seems 
General Bernard did not believe in its favorable success,) yet other disin- 
terested and impartial persons, of a high order of intelhgence, and 
possessing accurate knowledge of the location through which the canal 
must be constructed, and of the soils to be excavated, confidently con- 
tend that it is entirely practicable. The immense cost of the construc- 
tion of a ship-canal is an insuperable obstacle to its being undertaken 
by the State of Florida, or by any association of individuals there. 
The State constitution contains provisions virtually restraining the legis- 
lature from borrowing money on the faith and credit of the State, even 
for such purpose. Therefore, if such work is undertaken, it must be 
by the general government, and upon the most considerate estimates, 
founded upon previous examinations and accurate surveys by scientific 
and impartial engineers. The same observations apply to the con- 
struction of the ^^ship-railway " that has been suggested. If the construc- 
tion of either of these works is ascertained to be feasible, it will be 
beyond all question the most important undertaking of the kind in the 
United States. No one can deny that its beneficial results will be emi- 
nently ''^nationaV Whensover any route inside of the Gulf of Mexico, 
whether through Texas, through eastern Mexico, or by Vera Cruz, or 
by Tehuantepec to the Pacific, may be established, a passage across 
Florida, as a means of speedy and safe travel, and for the transporta- 
tion of merchandise, will become imperatively necessary, to enable the 
eastern and middle Atlantic States to participate fully in the benefits of 
such route. The proposed canal or road may be located on a direct 
and straight line drawn along the coast, from Cape Hatteras (to pass 
which, in saihng from New York, a considerable deflexion east must be 
made) to the mouth of the Rio Coatzacoalcos, on the gulf side of the 
isthmus of Tehuantepec. The legislature of Louisiana, smothering all 
selfish local considerations, at a recent session adopted resolutions 
asking Congress to institute examinations as to the Florida "ship- 
canal;" and patriotic and enterprising citizens of eastern and western 
States, with wise forecast, look to the ascertainment of its practicability 
as a result of the highest importance to the general interests of the whole 
confederacy — as well to the Atlantic, southern, northern, eastern, mid- 
dle, and interior States, and those on the Pacific, as to the gulf and 
Mississippi States. Our Atlantic merchants see that it will greatly 
facihtate our future trade, not only with the Pacific generally, but with 
China and with the East Indies. 

Whatever doubts may be entertained as to the practicability of the 
construction and successful operation of a ^'ship-ca?iar^ or ^^ship-railmay " 
across the peninsula, it is not doubted that canals for boats drawing six 
or seven feet water may be made, either from the head of navigation 
on Black creek, or from one of the two southernmost prongs or branches 
of the St. Mary's river, or from the St. John's river, directly to the 
capacious, deep, and never-failing lake, called " Ocean pond,^^ about 
thirty miles westwardly of Whitesville, on Black creek, and about forty 



698 



REPORT ON 



miles from Jacksonville, on the St. John's river. From this lake it is 
supposed such canal can be continued to the navigable waters of the 
Santaffee, and, by the improvement of the navigation of that river and 
of the Suwanee to the gulf, can also, without doubt, be constructed ; 
and the expense is not estimated to be so great as to render it an inju- 
dicious investment. It is believed also by some persons, that a similar 
canal for boats, commencing at the head of navigation near the great 
southern bend of the St. Mary's river, and running across near to the 
southern margin of the vast lake or swamp called Okefenokee, and 
directly to the head-waters of the Suwanee> with proper improvements 
to the navigation of the St. Mary's and Suwanee rivers, is practicable, 
and would be highly beneficial as a means of transportation of produce, 
lumber, naval stores, and merchandise, and that it would also drain 
and reclaim tens of thousands of acres of the richest lands in that 
region. Such work would be greatly beneficial to the State of Georgia, 
which State has heretofore made examinations and surveys, with a 
view to its construction. 

A railroad has been projected from Brunswick, Georgia, to the gulf 
coast, on which coast different points for its termination have been in- 
dicated. It is stated that an association is now being organized to 
raise funds and commence such work. Some years since, partial re- 
connoissances, and some unperfected surveys, were made of such 
work, from Brunswick, on two difTerent routes entering Middle Florida ; 
but, from circumstances not fully understood, the commencement of 
the work was postponed, and the results of the surveys have never 
been made public. Unless the proposed work should enter Florida 
much farther to the east than has been stated is intended, and become 
connected with the great trunk or Central railroad hereafter spoken of, 
so that it would result to som.e benefit to East Florida, it will be re- 
garded with disfavor in that section of the State, and meet with such 
opposition as probably will prevent its extension into the State at all. 
It would certainly be a competitor and rival of the Central Florida 
railroad, if allowed to abstract from it the southwestern travel and 
transportation, for the benefit of southern Georgia, by leaving the State 
of Florida in the western section. 

To all the suggested improvements terminating on the gulf coast, 
near to the delta of the Suwanee, some persons have objected that for- 
midable difficulties will be encountered to their successful operation, 
owing to the want of a safe and good harbor there, of easy access near 
to the shore for vessels drawing over seven or eight feet, and owing 
also to alleged hazards attending the approach of that part of the gulf 
coast. I do not, however, hesitate to say that I regard these objections 
as fallacious, and that safe and good harbors for vessels of twelve or 
fifteen feet draught can be found, and which can also be greatly im- 
proved by artificial means. 

The first great work to be undertaken by the State of Florida, is, in 
my judgment, unquestionably, at the present time, the trunk or Central 
railroad, commencing at Pensacola, and running east wardly from Deer- 
point, at the opposite side of Pensacola bay, along or as near the route of 
the old Bellamy or Federal road as is practicable to the river St. John's ; 
the distance being about three hundred and fifty miles. A road can be 
run from St. John's to St. Augustine, from Jacksonville, thirty-eight 



COLONIAL AND LAKE TRADE. 699 

miles, and from Picolati, eighteen miles. All the different sectional 
interests of the upper portions of the State would be promoted by such 
work. Lateral railroads to necessar}^ points on the gulf coast, and to 
the towns where the countr}^ trade is carried on, north of the main 
road, can be made. These lateral roads could be extended into Ala- 
bama and Georgia, and, when it ma}^ be deemed advisable, connected 
with the railroads in those States ; and in a few years not merely 
Florida, but her conterminous sister States, will be interlaced and 
bound together, and mutually strengthened by bands of iron. The 
sugar, cotton, tobacco, rice, Sisal hemp, tar, turpentine, rosin, and 
resinous oils and lumber, and other products of those fertile regions, 
can be speedily, cheapl}'', and safely transported to market, either on 
the gulf or Atlantic, or for exportation to foreign ports or shipment 
coastwise, in time of war or of peace ; and in time of war material aid 
for the defence of the coast against foreign assault from, any quarter of 
the State, can always be at once furnished from the interior. Yet in 
the construction of such work, the just share of the general improve- 
ment fund of the State due to that section detached from the immediate 
and direct advantages and conveniences of this road, and lying farther 
south than its effects would be felt, should not be expended, but should 
be scrupulously retained for the benefit of such section. The facilities 
such road would afford the federal government for the cheap and rapid 
transportation of the mails in times of peace, and the hke facilities 
given for the transpoitation in time of war of troops, munitions of war, 
and subsistence, would be of incalculable national benefit. The river 
St. John's, which is generally spoken of as the eastern terminus of the 
Central railroad, extends from its mouth three hundred miles south, 
running nearly in the middle of the peninsula, its sources being chains 
of large lakes extending south beyond the sources of the Kissimme. 
The bar at the entrance of the St. John's cannot ordinarily be passed 
by vessels drawing over thirteen feet, but inside it is navigable 
by vessels of twenty-five feet draught as far up as Jacksonville, and 
by those drawing twelve feet up to Lake George, and two feet water 
can be had to Lake Poinsett. The tide seems to have influence at 
Volusia. The trade of the river at present is chiefly lumber. More 
than thirteen large lumber mills (mostly steam) are on the river above 
and below Jacksonville, the principal town upon the river. About 
three hundred and fifty vessels annually are loaded with lumber and 
produce on the St. John's. The quantity of lumber annually shipped 
from the St. John's river is estimated at 50,000,000 of feet. An effort 
will be m^ade this fall to deepen the water on the bar, which it is san- 
guinely anticipated can be done, so as to admit vessels at low water 
drawing twenty or twenty-five feet, and by an expenditure of about 
twenty thousand dollars. Should it be effected, though it should cost 
twenty times such amount, it would be a wise disposition of the money. 
In case this work succeeds, so soon as the great Central road is fin- 
ished to the St. John's, a large and flourishing commercial city is sure 
to spring up in a few years at the terminus on the river, wherever it 
may be. 

Partial surveys of the eastern part of one proposed route for this 
road, terminating at Jacksonville, the prominent point on the St. John's, 
were made some 3^ears ago by an association of eastern capitalists, 



700 Andrews' report on 

chiefly from Boston ; but they have never been made public, and it is 
stated the association was prevented by the Indian war from pro- 
gressing with the undertaking. 

A railroad has been contemplated from Pensacola, across the soutk- 
ern corner of Alabama to Montgomery, Alabama; or to Columbus, 
Georgia ; or to some point in Georgia, lower down on the Chattahoochie 
river ; and to unite with some of the Georgia roads running to the At- 
lantic seaboard. Great interest is felt in the completion of this road at 
the city of Pensacola, and throughout the surrounding country, and on 
the different routes proposed for it ; and the federal government is also 
deeply interested in its being finished, insomuch as it would afford cer- 
tain means for the defence and protection of the valuable public prop- 
erty at Pensacola — worth many millions of dollars, and as the federal 
treasury would be benefited by the enhanced value of the public lands 
in Alabama through which the road would run, and their increased 
sales. On these points I refer you to the documents specified in note 
B, hereto annexed. The surveys for the chief part of one of the con- 
templated routes of this road were, it is understood, perfected some 
years since, and several miles of the road near Pensacola were graded, 
and other work done. It has, however, been suspended for some 
time, awaiting the action of Congress granting the right of way through 
the public lands, and also grants of alternate sections along the line of 
the road. Bills making such grants have passed the Senate at differ- 
ent sessions, but, as yet, the association have been unable to obtain 
the concurrent action of both houses at the same session to the same 
bill. 

Connected as the great Central railroad of the State will be, at Pen- 
sacola, (or at any of the gulf ports that may be selected,) v/ith the com- 
merce to distant foreign or American ports in the gulf and elsewhere, 
and especially with steamships to Tehuantepec as soon as the inter- 
oceanic communication is made at that isthmus, (whether the Florida 
road is extended to Mobile and New Orleans or not,) it must soon be- 
come the principal line of southern and southwestern travel to and from 
the eastern and middle States^to California and Oregon, and the Pacific 
generally. It is the natural and direct course of such travel. The 
sagacious and enterprising merchants of the Atlantic citi&s engaged in 
the Pacific trade, and in the trade to China and to the East Indies, 
will also soon discover that such work may be used to promote their 
interests. Of its profitable success as a pecuniary investment, little 
doubt can be entertained. 

A canal from St. Andrew's bay to the Chipola river has been con- 
templated for many years, and an association has been incorporated to 
construct such work. Full surveys have been made, and the feasibihty 
of constructing either a canal or a railroad fully demonstrated. It is 
in the hands of citizens of respectability, who possess means to com- 
plete it, with such assistance as may be afforded by the general gov- 
erment, and by the State. Extensive tracts of valuable public lands, 
in the vicinity of this work, have been reserved from sale by the United 
States for " naval purposes." These reservations are profitless, and 
the lands should be sold. Their being held as at present is injurious 
to the country in which they are situated. Sound and judicious pohcy 



COLONIAX AND LAKE TRADE. 701 

demands that the federal and State governments, both, should encourage 
the speedy construction of the canal or road from St. Andrew's bay. 
The bay has a good entrance for large vessels, and it is a safe and 
capacious harbor. Intersecting, as such work probably would, (by an 
extension for a short distance into the interior,) the great Central State 
railroad, its completion at once will be a valuable auxiliary to the 
cheap and speedy construction of the latter. 

The State legislature, however, (under the advice of the " State 
Board of Internal Improvements," composed of citizens from each sec- 
tion of the State,) will, it is expected, this fall, when its hiennial session 
is held, devise some additional measures for carrying out the most judi- 
cious plans of internal improvement to those heretofore adopted. The 
schemes, wiles, and intrigues of speculators and jobbers, pecuniary 
and political, it may be anticipated, will, in Florida, (as sad experience 
has proved in other States,) have to be encountered and overcome, and 
thwarted, by the just and patriotic citizen. Attempts, by means direct 
and indirect, to appropriate the lands given to the State for purposes 
of " internal improvement" — the " swamp lands" — and every other 
available resource, to objects merely local, sectional, and selfish, will, 
it may be conjectured, be made ; but the sleepless vigilance of the 
guardians of the public and general weal will be faithfully exerted to 
prevent any combinations for such purposes being successful. That 
cliques, having their own interests exclusively in view, have so often 
elsewhere been able to consummate their designs, will admonish the ex- 
ecutive and legislature to watchfulness and caution. I place the firm- 
est reliance on the intelligence, patriotism, and prudence of those de- 
partments of the government of my State in this regard. 

The cost of the great Central Florida railroad, it has been estimated, 
will not probabl}^ fall short of four millions of dollars. The proceeds 
of the sales of town lots at the extreme termini, and at several points 
on the route where the trade of the surrounding country will be con- 
centrated, will go far in aid of the work. But unless the federal gov- 
ernment does, as it should do, grant to the State alternate sections on 
both sides of the road on its entire Une, and for several miles laterally, 
as the State has not at present the adequate means for its construction, it 
will probably be deferred. Few foreign capitahsts are disposed to em- 
bark in such an undertaking, as a permanent investment of their means, 
especially when the proposed work is in a country distant from them, 
and the progress and conduct of which work they cannot personally 
attend to ; and the assistance of those who may subscribe for stocky 
as a matter of present speculation by its sale, is generally of 
doubtful value. I append hereto a statement obtained from the Gen- 
eral Land Office, (marked C,) exhibiting the number of acres of pub- 
lic lands in Florida, "surveyed" and " unsurveyed," on the 30th of 
June, 1851 ; also, the quantity " offered for sale," and the quantity 
^^ sold,'''' up to the same day, and other authentic and valuable inform- 
ation as to the federal domain in the State. By a reference to the last 
annual report of the General Land Office, it will be seen that Ohio, 
with an area of 12,354,560 acres less than Florida, has received grants 
ill aid of ''''internal improvements''^ for 681,135 acres more than Florida; 
Indiana, with an area of 16,293,960 acres less, has received 1,109,863. 



702 Andrews' report on 

acres more; Iowa, with an area of 5,346,560 acres less, has received 
326,078 acres more than Florida, and claims (and justly) 900,000 in 
addition as having been granted, making 1,225,078 acres more than 
Florida; Wisconsin, with an area of 3,420,160 less, has received 358,400 
acres more than Florida; Illinois, with an area of 2,472,320 less, has 
received 2,246,490 acres (the Central Railroad grant) more than Florida ; 
and a similar disproportion will be seen to exist with respect to other 
States. And with respect to donations for schools, &c., a like dispro- 
portion exists between the allowances to her and to most of the other 
States ; and, by some process, whilst Louisiana is reported as having 
8,877,998 acres of swamp-lands, Michigan and Arkansas, each, up- 
wards of four millions and a half', Mississippi 2,239,987 acres, Illinois 
1,883,412, Missouri 1,517,287, Wisconsin 1,259,269, Florida is set 
down as having 562,170 acres! But this, it is understood to be, is be- 
cause all those lands in the regions 3^et unsurvej^ed are not yet officially- 
reported ; nor have the State designations progressed as far as the other 
States mentioned. The swamp-lands in Florida will probably exceed 
those in any other State. Most of the lands heretofore offered, and yet 
remaining unsold, (and sixteen-seventeenths of the lands offered are yet 
UTisold,) will remain unsold for many years to come, unless some of the 
public improvements suggested should enhance their value. At least 
eleven-twelfths of all the lands in the State are yet owned by the United 
States. A very large portion of them, even if the principal improve- 
ments suggested should be made, would not probably for some time 
afterwards be sold at the present minimum price of the public lands. 
The fact that of 17,043,111 acres surveyed and offered for sale prior 
to June, 1851, but 1,000,407 acres have been sold, (and many of them 
have been offered for sale for twenty-seven, twenty-five, twenty, fifteen 
or ten years,) proves that in the present state of things they are utterly 
worthless to the United States. On the proposed routes of the great 
Central railroad there are, in different sections of the State, vast tracts 
of these lands at present of no value to the general government, to the 
State or to individuals. Rich and exhaustless beds of marl are to be 
found in several sections of the State. Those at Allum Bluff, on the 
Apalachicola river, but a short distance from the place where the 
great Central road will probably cross, are of great value. That road 
alone will, by the cheap transportation of the marl, afibrd facilities for 
fertilizing the lands contiguous to it in every section of the State, but 
especially in Middle and West Florida; and at the same time the lum- 
ber, tar, turpentine, rosin, and resinous oils that may be obtained from 
most of such lands, prior to their being thus prepared for and put in 
cultivation, could be readily conveyed to market by the same means. 

Florida is the fifth State in size in the confederacy. Her area is 
59,268 square miles or 37,931,520 acres. She possesses an advantage 
had by no other Slate of the Union. She alone, of all the present United 
States, can cultivate and raise advantageously, and for the supply of the other 
States on this side of the continent, tropical fruits and other highly valuable 
tropical products! She will have no rival in this respect among her 
sister States tiU further "extension" and additional "annexation" is- 
effected. You are referred on this subject to the public documents and 
other authentic books specified in the note D, hereto annexed. In a 



COLONIAL AND LAKE TRADE. 703 

few years, whether in time of war or in time of peace, not only the 
Atlantic cities, but the entire valley of the Mississippi, can be supplied 
by her with most tropical productions with greater facihty, and cheaper, 
than they can be procured from Cuba, or from any other of the West 
India islands. A tithe of the sum necessary to purchase Cuba, if Spain 
should be willing to dispose of it, and a fiftieth part of the amount of 
expenditure necessary to conquer and annex that island by arms, or to 
obtain it in any other mode, honorable or dishonorable, if expended by 
the federal government (even as above indicated, by liberal grants of 
land) in aid of works of internal improvement in Florida, would render 
that State more valuable than Cuba ever can be to this confederacy. 
Such pohcy might also subdue some of the covetings and cravings 
many seem to have for the "Qneen of the Antilles," (as they designate 
that island,) and obviate in some degree the necessity which they insist 
now exists of its being forthwith wrested from Spain and possessed by 
the United States. War and bloodshed would also be thereby 
averted. 

The most judicious policy that can be adopted by the federal gov- 
ernment with reference to Florida, in my judgment is, to transfer 
without delay to that State every acre of public lands within its bor- 
ders, stipulating that the proceeds thereof hereafter realized by the 
State shall be exclusively devoted to internal and harbor improvements 
within the State ; the United States reserving only the necessary sites 
for hght-houses, fortifications, and other structures, under the control of 
the federal government. At any rate, the transfer of all lands that at 
this time, or hereafter, have been offered for sale at $1 25 per acre for 
ten years, and that remain unsold, should be made, and a similar rule 
could be wisely applied to all the States wherein public lands lie. 

No one, it is presumed, will deny that the coast frontier of every part 
of the United States is peculiarly a subject of legitimate concernment 
for the federal government, or that, to a certain extent, the States have 
yielded the partial control thereof to the United States ; and that, in 
some respects, it may be regarded as the common property of the 
people of all of the States of this confederacy. The lines of jurisdic- 
tion between the States and the federal government, and between the 
respective State governments, as to such coast frontier, are distinctly 
marked by the federal constitution. The federal government has not 
been invested by the States with any right of property to the coasts. 
By article 4, section 2, claiise 1, of the federal compact, it is stipulated 
that "Me citizens of each State shall be entitled to all privileges and immu- 
7iities of citizens in the several States ;^^ and it has been held that the free 
right of navigation, of commerce, and of piscary, and in fine of every 
usufructuary privilege of the coast waters, (not essential and exclusively 
local,) and that are common rights, as distinguished from exclusive rights 
of property, in a State, or in individuals, pertain equally to the citizens 
of the United States of every State of the confederacy, without dis- 
tinction in favor of the citizens of that State of which such coast is the 
frontier. Such police regulations as sound policy may render neces- 
sary can be rightfully established and enforced by that State, and it 
may enact laws for the protection and conservation of such common 
rights, and to regulate their use, so as to prevent their abuse ; but such 



704 



REPORT ON 



laws must apply equally to its own citizens as to the citizens of the 
other States. The general rights of navigation and of commerce by 
all, and that of piscary in waters not exclusively locals cannot be with- 
held for the exclusive benefit of its own citizens. But no other State 
may rightfully legislate as to such privileges on the coasts of a sister 
State ; nor does the federal government possess any constitutional power 
to regulate by law the right of piscary on the coasts of a State, nor to 
cede by treaty, or otherwise, the privilege of using such fisheries to a 
foreign power, or its subjects, any more than it can regulate by law any 
other common right in a State, or cede away a part of the territory of a 
State to a foreign power. To defend and protect such coast frontier in 
which the citizens of the United States in all the States have such common 
interest, as well as because it is a part of one of the States ; to " repel in- 
vasions,''^ (see article 1, section 8, clause 15, Constitution United States,) is 
the bounden duty of the federal government. It is, in the clause just cited, 
invested with fiill power ; and the national compact twice enjoins the ful- 
filment of such duty, (see clause last cited, and article 4, section 4;) and 
the same instrument contains an express constitutional guaranty that 
" it shall protect each of them [the States] against invasion,'''' &c. The 
.^ederal government builds fortifications, and navy yards, and ships, and 
armories, and arsenals, and military, and naval, and marine hospitals, 
and custom-houses, and it establishes fines of mail steamers to Great 
Britain and Europe and to the Pacific; it has erected and maintains an 
Observatory, and a Military and Naval Academy; has a "Coast Survey'' 
establishment ; sends ships-of-war on exploring expeditions ; and Con- 
gress, within the last fifteen years, has spent millions of dollars for the 
making and publication of all kinds of books, on all kinds of subjects. 
Some of the improvements on the coasts, and leading to the coasts of 
Florida above noticed, are as directly and immediately important and 
essential for the ^'- defence''^ and '■'■protection^'' of that section '■'- against 
invasion^'' as forts, ships, &c., can be elsewhere. This, it is true, is owing, 
in some degree, to the peculiar geographical position, insular forma- 
tion, and character of that section. Under such circumstances, to deny 
the legitimate constitutional power of the federal government to ^'' pro- 
vide for the common defence^'' by aiding and promoting such necessary im- 
provements in Florida, is to deny to it the power to employ the proper 
and necessary means of fulfiUing such constitutional duty. Whilst the 
obligation of the general government to " defend" and "protect" a State 
"■against invasion^'' in time of war is conceded, to object that the federal 
constitution does not allow prudent and proper and necessary prepay a- 
tion by it, in time of peace, for the fulfilment of such duty economi- 
cally, advantageous^ and successfully, is extending " the salutary 
rule of strict construction" into absurdity. The attennuated logic by 
which objections are made to the means of defence and protection as 
unconstitutional, because forsooth the resort to such means may also, 
and otherwise, promote other interests of the State, or of the confed- 
eracy, has little weight with me. But when the aid desired can be 
yielded in the exercise of the undoubted constitutional authority of 
Congress to dispose of the ptihlic lands for the common benefit, all 
scruples with respect to grants of such lands in aid of those improve- 
ments in the States where the lands lie should be extinguished. The 



COLONIAL AND LAKE TRADE. 705 

impolicy and injustice of the federal government retaining all the lands 
unsaleable at the present mhiimum price fixed by it for a series of 
years after they have been offered for sale, without yielding any taxes 
for them to the States wherein they lie, not contributing anything in 
any mode for the making and repair of ordinary highways and bridges 
through them, is severely felt by every resident (whether rich or poor) 
of a country in which there is a large quantity of unsold public lands. 
The personal labor the settler is compelled to yield in this way, to en- 
hance the value of the property of the United States, in addition to his 
other taxes, is an onerous burden. Difficulties will probably ensue from 
the granting to one sovereign State the control and ownership of lands 
within another sovereign State, even if the lands are made liable to just 
taxation ; and still greater difficulties will arise as to the adoption of any 
just rate of distribution among the States. Some proposed rules of 
distribution are absurd as well as iniquitous. By the rule of popula- 
tion, New York would at this time receive 33 acres to every one re- 
ceived by Florida, and yet Florida has 1,200 miles of seacoast to 
defend, whilst New York has less than 150 on her Atlantic frontier. 
Florida has 7,671,520 acres more in area than New York. She is 
larger than New York and Massachusetts or New York and Maryland 
together ; she is larger than New York, New Jersey, and Connecticut 
all together ; and, leaving out Maine, more than twice as large as all the 
other five Nevv^ England States together. Florida has no mountains ; 
and properly improved she will have within her limits less waste land, 
not susceptible of cultivation, than either New Hampshire, or Massa- 
chusetts, or Maryland, or New Jersey, though neither of those States 
is one-seventh of her size ; and she would be capable, in a few years, 
if improved as suggested, of sustaining comfortably a larger population 
than New York of itself, or all the New England States united. Popu- 
lation is a shifting rule, and not based on an}^ jast principle when 
adopted with reference to grants to the States. If the grant is in- 
tended to be given to the citizens of each State disposed to emigrate 
to and settle on such lands, the federal government had better make 
the grant directly to the occupant. The only true and just rule as la 
grants in aid of works for coast defence, or any other national objects, 
is the necessity or hwportance of such worlz^ and the advantage that will 
result to the country therefrom. The policy of promoting the settle- 
ment of an exposed frontier State by free grants of lands to Occupants, 
and to the State in aid of internal improvements, is, it is conceived, 
quite as obvious, and fully as strong, as any policy of dffence, as to a 
future war with a naval power, that can be adopted. The expense in- 
curred in one such war of three years, necessary to defend the 1,200 
miles of seacoast in Florida, would probably exceed fourfold all that 
is necessary for the government to yield in aid of internal improvements 
in that State ! Our entire national coast should be defended : " No 
foe's hostile foot should leave its print on our shore." The dishonor of a 
successful invasion by an enemy will be as great, if the assault be made 
at Cape Sable or Apalachicola, as if made at Philadelphia or Wash- 
ington. Besides, if such improvements are made, the means of defence 
thereby permanently established in Florida will enable the federal gov- 
ernment to provide more readily and earh^ fur other exposed points, and 
45 



706 ANDREWS' REPORT ON 

to furnish troops which could not be withheld or abstracted from Florida^ 
in her present condition, during such war, without gross dereliction of 
federal duty. 

That the scientific and able engineers educated for and in the fede- 
ral service ought to be (when the federal government has so little 
appropriate employ for them as at present, and generally in times of 
peace) assigned to duty in the States, in surveys for pubhc improve- 
ments, is an opinion becoming quite general ; and if such course is 
adopted, it will probably prevent the abolition or reduction of such 
corps. The services of such officers would be most valuable to 
Florida in her surveys for the various works I have mentioned above. 

The population of Florida, by the last census, was but 47,167 
white persons, 928 free colored, and 39,309 colored slaves ; in all, 
87,407. If Congress will encourage and foster the growth and pros- 
perity of the State by aiding and promoting the Avorks indicated, in 
the manner suggested, emigration thither firom Maryland, Virginia, 
North Carolina, Kentucky, Tennessee, Missouri, and other States, will 
speedily commence ; and by the year 1860, her population will be 
quadrupled, her resources and wealth augmented in still greater ratio ; 
and the most exposed and defeiiceless section of the Union rendered impreg- 
nable. By even yielding to the State merely the lands made valuable 
by the works she may construct, and with the means thereby afforded 
for the employment of labor in the construction of such works, she will 
be enabled to do much. Grant her all the vacant land, and (excepting 
the " ship canal '^) she may effect all that her own interests or those of 
her sister Slates demand, now or hereafter. 

A reference to the map of Florida now sent to you, made at the 
Bureau of Topographical Engineers in 1846, and to a chart of the 
light- houses of the United States, also enclosed, will show you that, 
with upwards of 1,200 miles of dangerous sea-board, there are fewer 
light-houses in the State than there are appurtenant to the cities either 
of New York or Boston. Property of upwards of two hundred mil- 
lions of dollars in value, it is estimated, annually passes along a large 
portion of the Florida coasts, which are, in many places, as much ex- 
posed and dangerous as the coast of any section of the Union. 

In the document referred to in note E, annexed hereto, you will ^nd. 
stated the value of the property annually wrecked on the keys and 
reefs and coasts of South Florida, and which is carried into Key West 
for adjudication of the salvage, for each of the ten ^^ears last past. 
A large amount wrecked elsewhere, on the upper coast, and that which 
is totally lost, is not estimated ; nor is the great loss of human life ad- 
verted to. The average value of all the property annually wrecked 
and lost on all the Florida coasts and reefs cannot be less than a millwn 
of dollars ! 

You are referred to the statements procured from the Treasury De- 
partment, herewith sent to you, and to the documents specified in note 
F, for the tonnage and foreign exports and imports, and other statistics 
of the State. 

You will find in some of the documents I send you authentic inform- 
ation as to the fisheries on the coast of Florida. It is predicted that, 
before many years, these fisheries will become a source of profitable 



COLONIAL AND LAKE TRADE. 707 

etnployment to thousands of seafaring men, who will be induced 
thereby to become residents of the islands and coasts contiguous to 
them ; and they will be looked to particularly by the inhabitants of the 
great western valley for the supply of that article of subsistence ; and 
other sections of the Onion, and foreign countries, may likewise be fur- 
nished from them. They pertain exclusively to the State, the constitu- 
tion whereof asserts its right ; and they are regarded as destined to be of 
as much im,portance and value as the fisheries on the coast of the British colo- 
nies at the northeast end of this continent. 

In addition to the documents above mentioned,! enclose you a letter 
(G) respecting the State of Florida from that intelligent officer, J. C. 
G. Kennedy, esq., of the " Census Bureau ;" and also a statement, (H,) 
compiled from the laws, of all the appropriations of money or lands 
made by Congress since the acquisition of the Floridas, in anywise in 
aid of public improvements therein. 

Though hundreds of invahds and valetudinarians annually resort to 
Florida from the North and West, during the winter months, the State 
has been slandered as being insalubrious. The letter of Mr. Kennedy 
proves that on the score of health she stands ahead of any other southern 
Sta:ie, and is exceeded b}^ hut one old State and hut tv:o new Stoics of the 
Union. Some transient visitors to Florida, ignorant of the ordinances 
of Providence for the preservation of health in tropical regions, and 
ignorant of the genial effect of the climate upon the soil, and comparing 
the soil of Florida with the rich bottom-lands of the western and mid- 
dle States, denounce the lands of Florida as "barren sands," as 
*' worthless," &c. Mr. Kennedy's testimony, founded on the unerring 
test of official statistics of facts, disproves all these notions, and estab- 
lishes the fact that in proportion to the improved lands, and in proportion 
also to her population, her agricultural products exceed in value those of 
any other State of the Union; and so, also, in proportion to her slave 
population, they exceed in value those of any other of the slave 
States. 

Very respectfully, your obedient servant, 

E. C. CABELL. 

Israel D. Andrews, U. S. Consul. 



708 

APPENDIX. 

C. 

Statement compiled from reyort of Commissioner of General Land Office as 
to public lands in Florida, June 30, 1851, and other documents in thz 
General Land Office, 

Area in square miles 59,268 

Area in acres 37,931,520 

Surveyed 22,334,689 

Unsurveyed 15,616,831 

Offered for sale , 17,043,111 

Sold 1,000,407 

Surveyed and not offered 5,271,578 

Advertised in fall of 1851 1,783,220 

Surveyed and not sold 21,314,282 

Donations and grants for schools, (16th sections,) and for 

university 954,583 

Kentucky deaf and dumb asylum 20,924 

Internal improvements, grant on admission 500,000 

Grants to individuals, "armed occupants," under acts of 

1842 and 1848, patented up to June 30, 1851 52,114 

Public buildings, seat of government 6,240 

Grants for military services, &c., (general military land 

warrants located in Florida) 31,240 

Reserved for " live-oak" for navy 163,888 

[This does not include sites for forts, light-houses, &c., or 
town lots of United States in Pensacola and St. Augustine, 
nor the keys and islands on the coasts, all of which are re- 
served for the present ; the departments having decided 
that an act of Congress is necessary to release a reservation 
by the President for any purpose.] 

Reservation for town of St. Mark's 305 

Confirmed private claims, (Spanish grants, &c.) 1,939,789 

Swamp lands returned to June 30, 1851, not including those 
in the regions yet unsurveyed, and others not designated, 

supposed to amount to several millions of acres 562,170 

Reserved temporarily for Indians under General Worth's 
arrangement, including "neutral ground" prescribed by 

War Department, estimated at 3,600,000 

Land sold in year ending June 30, 1851, 27,873 acres : receipts same 
lime, $34, 842. The expenses in Florida, of the United States, as to 
the pubhc lands, for some years exceed the receipts. 



tJOLONIAL AND LAKE TRADE. 709 

G. 

Census Office, Washington City, 

August 23, 1852. 

X)eaii Sir: In compliance with your request, I enclose you sundry 
printed statements compiled in this office in January last from the offi- 
cial returns, relating to the population, products, &c., of Florida, and 
also of other States, so far as is necessary to verify the comparisons 
made below. The statements are generally correct ; but typographical 
and other errors which exist to an inconsiderable extent, will be recti- 
fied in the official publication soon to be made. These corrections will 
not change materially any of the results given. 

It seems : 

1. That the number of deaths in Florida in the year ending June 1, 
1850, was 933, the population being 87,400. This is but one in 93 
(and a fraction) in that year, and is less in proportion than in any other 
State of the Union, except Vermont, Towa, and Wisconsin. 

The Territories of Oregon and Minnesota, it appears, had fewer 
deaths in 1850, in proportion to their population, than any State. This 
may in some degree be accounted for by the fact that emigration thither 
is mostly of male adults in the vigor and prime of life, and there are in 
these countries comparatively fewer aged and infirm persons, and 
fewer children, than in the old settled States. 

2. The entire area of Florida, in acres, is 37,931,520 ; and of this 
^here were in 1850 only 349,049 acres of improved land. The official 
average valuation of these improved lands, made by the returning offi- 
cers, is S18 per acre, being much less than the average valuation of 
improved lands in any other State or Territory. 

Florida has less improved lands than any State, except Rhode Island 
and California. 

3. Florida has acres of improved lands = 349,049 

Unimproved, attached to above 1,236,240 

Cash value of improved lands $6,323,109 

Value of farming implements and machinery. ........ $658,795 

Horses.-.. 10,848 

Mules, &c 5,002 

Milch cows „ . . 72,876 

Working oxen „ 5,794 

Other cattle 182,415 

Sheep „...„ 23,ail 

Swine „ 209,453 

Value of live stock , $2,880,058 

Wheat, bushels of. 1,027 

Rye, bushels of 1,152 

Indian corn, bushels of _„ 1,996,809 

Oats, bushels of QQ.b^Q 

Rice, pounds of. 1,075,090 

Tobacco, pounds of 998,614 

Ginned cotton, bales of 400 pounds each 45,131 



710 ANDREWS' REPORT ON 

Wool, pounds of 23,247 

Peas and beans, bushels of 135,359 

Irish potatoes, bushels of 7,828 

Sweet potatoes, bushels of. „ 757,226 

Buckwheat, bushels of 55 

Value of orchard products, in dollars 1,280 

Wine, gallons of 10 

Value of produce of market gardens 8,721 

Butter, pounds of 371 ,498 

Cheese, pounds of. 18,015 

Hay, tons of. 2,510 

Other grass seeds, bushels of. 2 

Hops, pounds of » 14 

Flax, pounds of. , 50 

Silk cocoons, pounds of 6 

Cane sugar, hhds. of 1,000 pounds 2,752 

Molasses, gallons of. 352,893 

Beeswax and honey, pounds of. 18,971 

Value of home-made manufactures $75,582 

Value of animals slaughtered $514,685 

4. It seems that, in proportion to the quantity of improved lands, 
Florida produces more cotton than any other State. So, also, in pro- 
portion to the slave population, she produces more cotton than any 
other slave State. So, also, in proportion to her entire population, she 
produces more cotton than any other State of the Union. 

5. She produces more sugar (from cane) in proportion to the lands 
in cultivation, and also in proportion to her slave population, and also 
in proportion to her entire population, than any other State of the Union, 
except Louisiana and Texas. 

6. Florida raises a greater quantity of tobacco than any of the other 
States, except Connecticut, Maryland, Virginia, North Carolina, Ten- 
nessee, Kentucky, Ohio, Indiana, and Missouri ; and, in proportion to 
the lands in cultivation, and to the population, greater than several of 
those States. She raises a greater number of bushels of sweet pota- 
toes than any State of the Union, in proportion to the land in cultivation, 
and slave population, and aggregate population. 

7. The number of cattle in Florida compares with that of any State, 
in the same way. 

8. No account of oranges, figs, olives, plantains, bananas, yams, or 
other tropical fruits, or of the coompty or arrow-root, or Sisal hemp, or 
other tropical productions, can be given at this time from this office. 

There is great difficulty in estimating the value of the different pro- 
ducts of the different States, and of the same products in different 
States; but, from a general and hasty estimate from the best data I can 
refer to, and from comparison, I am satisfied the value of the agricul- 
tural products of Florida, (of course in the State,) in proportion to the 
area of improved lands, and to the population, slave or free, and both, 
will compare favorably with the value of the products of an}^ State of 
ibe Union. When, therefore, the lower value of the land and of the 
agricultural implements used is estimated, and also the superior health 



COLONIAL AND LAKE TRADE. 71i 

of the State is considered, your anticipations of the comparison being 
advantageous to your State will be realized. 

Florida is behind many of the States in her corn crop, and she raises 
but a small quantity of wheat, rye, or oats ; and it appears the value 
of all investments in the State of Florida in cotton manufactures is 
$80,000, which is of cotton goods — making 624,000 yards of sheeting 
annually. It is impossible at this moment to furnish the statistics of the 
lumber business in Florida, which amounts to a large sum annually. 

I have the honor to be, sir, with great respect, your obedient servant, 

JOS. C. G. KENNEDY, Superintendent. 

Hon. E. C. Cabell. 



F. 

Treasury Department, 

Register's Office, August 25, 1852. 

Dear Sir: I have caused a clerk to compile the memoranda desired 
by you of the statistics of commerce and navigation in Florida in 
1850-'51, which are as follows: 

1850, imports from foreign ports $95,109 

1851 ..do do 94,997 

1850, exports to foreign ports 2,607,968 

1851 do do 3,939,910 

Tonnage in 1850, 9,365 tons; in 1851, 11,272 tons. 

Of the exports in 1850, $2,546,471 was from Apalachicola ; and 
in 1851 there was $3,858,983 from the same port. In 1851 the foreign 
exports from St. Mark's were $61,755. Much more than half of the 
tonnage of the entire State is from Key West. 

Of the value of shipments of foreign or domestic merchandise or 
products from and to Florida ports, coastwise, to and from other ports 
of the United States, no returns are made to the treasury. It is pre- 
sumed that the value of the shipments of cotton, tobacco, rice, sugar, 
lumber, tar, turpentine, and other products of Florida so shipped coast- 
wise, vastly exceeds the value of the foreign importations. 

The exports, foreign and coastwise, tirom Florida ports, greatly 
exceed the products of the State. This you will perceive by com- 
parison of the Census Office returns, and estimating them with the 
statistics you can procure from the chamber of commerce of each port, 
or merchants, of the coastwise exports, adding the latter to the foreign 
exports above given. This is accounted for by the fact that a large 
amount of the products of the States of Alabama and Georgia is sent 
to the Florida Gulf ports for shipment. 

I have the honor to be your obedient servant, 

N. SARGENT. 



712 



ANDREWS REPORT ON 



Steam-marine of the United States on the Gulf of Mexico, from Cape Sable 

to the Rio Grande. 





2 


S 












Districts. 


1 

i 




a, 


a 
o 


1 

&JD 


Oh 


2 




o 


o 


Ph 


H 


K 


^ 


o 










Tons cn(Z 95ths. 








St. Mark's, Florida 




2 
1 

78 




45 00 

98 00 

13,146 00 


I 

**78** 


'"{' 


5 


Pensacola • 




8 


Mobile 




2,790 


New Orleans 


12 




2 


7,410 00 


4 


9 


395 


Galveston 


,,,,,, 


10 




1,588 59 


10 




200 


T5ra7os St Taorj ............ 




5 


" * * ' * 


657 00 


5 




75 








Total 


12 


95 


2 


23,244 59 


98 


10 


3,473 







The above is taken from Messrs. Gallagher & Mansfield^s report of 
1852. The steamers at Apalachicola are not stated. There are be- 
tween fifteen and twenty steamers running on the Apalachicola, Chat- 
tahoochee, and Flint rivers, and in St. George sound, and along the 
coast from that port, the tonnage of which amounts to perhaps 3,500 
tons, and the number of hands so employed not less than 350. Messrs. 
G. & M. say, in a note to their account, "only those vessels at New 
Orleans which ply on the Gulf of Mexico" are given by them ; the 
Mississippi river boats being stated in another part of their report. 
Key West is not given in the above ; but there are not more than two 
steamers along the coast not included. 

The Gulf of Mexico and the Straits of Florida. 

The Gulf of Mexico is the southern boundary of this confederacy from 
the "Dry Tortugas" to the mouth of the Rio Grande del Norte ; and it 
is remarkable for the absence of capes and of indentations, in compari- 
son with other seas. The coast between these points is about 1,500 miles 
in extent. The streams emptying into the gulf from the State of Florida 
are mentioned in another part of this report. Proceeding westwardly, the 
following i^ivers debouch into the same common reservoir: The Ala- 
bama, Tombigbee, and Mobile rivers, with the waters of their respec- 
tive tributaries ; some, reaching inland into the States of Mississippi and 
Georgia, enter the Gulf through Mobile bay, from the State of Alabama. 
The Pearl and Pascagoula, from the State of Mississippi, and the mighty 
Mississippi, (appropriately styled ^^ Pater Fluviorum,^^ j by its different 
delta flow tlirough the State of Louisiana. Still further west, the 
Sabine dividing Louisiana and Texas, and the Angelina and Neches ; 
the Trinity and Buffalo bayou, (through Galveston bay ;) the Brazos 
San Bernard, and the Colorado, (by Matagorda bay ;) the Navidad and 
La Vaca (by La Vaca bay ;) the Gaudalupe and San Antonio by Pass 
Cavallo; and the Nueces — all flow into the gulf from the interior of 
Texas. The Rio Grande divides Texas from our sister republic of 



COLONIAL AND LAKE TRADE. 713 

Mexico, and extends from its outlet, (latitude 25^ b& north, longi- 
tude 970 12' west frona Greenwich.) northwest, as such boundary, to 
El Paso, at the 32d parallel north latitude ; and still further northward to 
its sources in the mountains of New Mexico, more than 1,300 miles ia 
length from its mouth. The cities, towns, or shipping ports of Tampa, 
Cedar Keys, St. Mark's, Apalachicola, St. Joseph's, St. Andrew's and 
Pensacola, in Florida ; the city and shipping-port of Mobile, in Ala- 
bama ; the towns of Pearlington and East Pascagoula, in the State of 
Mississippi; the city and port of New Orleans, in Louisiana; and 
Sabine City, Galveston, Houston, Velasco, Brazoria, Matagorda, La- 
vacca, Indianola, La Salle, Saluria and Copano, Corpus Christi, Brazos 
Santiago, and Brownsville, in Texas — are all situated on or contiguous 
to the shore of the gulf 

The Mexican States of Tamaulipas, Vera Cruz, Tobasco, and Yuca- 
tan, to Cape Catoche, form the southwestern and southern gulf coast. 
The rivers Tigre, San Fernando, Santander, the Panuca, and the Tula, 
(by Tampico harbor,) the Tuspan, the Alvarado, and the San Juan, the 
Coatzacoalcos, the Tobasco, Laguna de Santana, Lake de Terminos, 
the Rio San Pedro, the Usumasinta, and the San Francisco, with others 
of less importance, flow into the gulf from Mexico ; and the towns of 
Matamoros, Tampico, Tuspan, Vera Cruz, Alvarado, Minatitlan, Fron- 
tero, Laguna, Vitloria, and Campeachy, Sisal and Merida, are all upon 
or near to the coast. 

A glance at the map of this continent w^ill show that this great estuary 
is of an irregular circular form, embracing from 18° to 30° north latitude, 
(upwards of 750 miles,) and from 81° to 98^ west longitude, (nearly 
1,000 miles ;) that the extent of the coast, from Tortugas to Cape 
Catoche, is about 2,700 miles ; and that the waters of the gulf cover 
over 750,000 square miles. Inside the gulf there are none but small 
islands close to the mainland, except those off the capes of Florida and 
those adjacent to the coast of Yucatan. The distance from Tortugas 
(240 31' north latitude, longitude 83° 07 w^est) to Cape Catoche (lati- 
tude 210 30', longitude 87° IT) is a httle more than 260 miles, and the 
course about southwest. Projecting nearly between these two points, but 
several miles nearer to Cape Catoche than to Tortugas, is Cape Anto- 
nio, (latitude 21° 52', longitude 84^ 59',) the southwestern extremity of 
the island of Cuba, which island reaches some 70 miles north and 
eastwardly, and then some 580 miles further to the east. Cuba on the 
south, and the reefs and keys of Florida on the north, (between 75 and 
80 nautical miles distant,) form the entrance of the "Straits of Florida." 

It is more a practical fact than a mere figure of speech that these 
straits are but a continuance of every river falling into the Gulf of 
Mexico ; and that the place where their united waters, flowing through 
these straits, mingle with those of the Atlantic ocean, is the true mouth 
of each and ail of these rivers. 

The "straits" extend from the Tortugas up to latitude 27° 50', their 
entire length being more than three hundred miles; their course from 
Tortugas to Cape Florida is nearly east, and, after rounding that cape, 
is nearly north. After this change of course, they are confined, on the 
west side, by the eastern peninsular coast of Florida, and on the eas 
side by the Bahama banks, the Bimini isles, and the westernmost Ba- 
hama islands, and the Matanilla reef, (to latitude 27° 35' north, longitude 



714 ANDREWS' REPORT ON 

79^ ir west,) where their barrier on that side ceases. The distance 
from the "west head" of the "Great Bahama" island (latitude 26° 42' 
north, longitude 79^ 05' west) to the Florida shore, due west, (longitude 
80o 3' west,) is less than seventy miles ; and, in the entire course of those 
straits, at no point does their width exceed eighty miles. The immense 
waters of the gulf, contributed by the numerous rivers above named, 
and others of less magnitude, are all forced, on leaving the gulf, by the 
powerful currents coming into the mouth of the gulf from the south 
and southeast, through the Caribbean sea, from the coasts on this side 
of both American continents as far south as the Amazon, and beyond 
Cape St. Roque, and even from the equator and western shores of 
Africa, across the Atlantic ocean, through these narrow straits. The 
vast volume of water thus confined rushes through these straits some- 
times at a velocity of five miles per hour. After passing the Matanilla 
reef, the Gulf Stream, as it is called — gradually spreading till opposite the 
capes of the Delaware, it is widened to upwards of two hundred miles- 
continues increasing in width still further north and east ; and its in- 
fluence as a current, and upon the temperature of the waters of the 
North Atlantic, is perceptible as high up as the Banks of Newfoundland, 
and beyond the 44th degree of north latitude. 

There is no other such sea as the Gulf of Mexico, so entirety sur- 
rounded as it is by countries of such superior agricultural, mineral, and 
commercial resources. No similar gulf exists, the natural and indis- 
pensable outlet for vast interior States, with a population of many mil- 
lions of republican freemen, unequalled by any people, noticed in an- 
cient or modern history, for general intelligence, industry, enterprise, 
and independence, and who are consequently thriving and properous 
beyond example. These States extend upwards of twelve hundred 
miles from its shores. Their wealth is exhanstless. Their population 
may be quintupled, and they can still sustain such number in plenty! 
Their soil, and especially that of the great valley of the Mississippi, is 
of surpassing feitility; and their contributions to the commerce of the 
world, through this gulf, are the varied productions of a region spread- 
ing over 18 degrees of latitude and the same degrees of longitude, 
and adapted to the diversified wants of nearly every other coun- 
try. And this great " inland sea," though eas}^ of egress, is, at the 
same time, readily susceptible of defence as a mare clausum, by the 
States situate on its shores, against any foreign intrusion they may de- 
cide to interdict. The Mediterranean or Adriatic is not equal to it, 
nor the Baltic, nor the sea of Marmora, nor the Euxine, superior to it, 
in this respect. 

The reahzation of the magnificent project, conceived by the genius of 
Cortez, of making the Gulf of Mexico a great thoroughfare for the com- 
merce between Europe and China and the East Indies, and the Pacific 
ocean generally, by a communication through the Isthmus of Tehuan- 
tepec, will immeasurably augment the importance of this sea. To the 
benefits which that great man, more than three hundred years ago, 
foresaw would result to Earoiiean commerce, must oiow be superadded 
the advantages such communication will give to ^//im6'«?i commerce with 
Asiatic countries, and in the Pacific, not inferior in value tothatof ^Jwrope. 

But especially would such communication be valuable to the United 
States of America for the facilities and security it would afford to die 



COLONIAL AND LAKE TRADE. 715 

intercourse and trade between those portions of this confederacy border- 
ing on the Pacific ocean and those on the Atlantic side of this conti- 
nent. It is not deemed extravagant to estimate that the trade, com- 
merce, and navigation of the United States, through Te/mantepec alone, 
if a ship canal there be practicable, would, within five years from the 
completion of such canal, exceed the aggregate value of all the present 
external trade and commerce and navigation we now have, large as 
it is. Markets would then soon be open to our enterprising merchants in 
supplying to the hundreds of millions of inhabitants of Asia, and the 
rich, extensive, and populous islands in the Asiatic seas, not only ar- 
ticles of necessity, but also of luxury, from our surplus but still con- 
stantly increasing stores; and our trade with the islands in the Pacific, 
and to the foreign States on its shores, would, within the same period, 
increase tenfold. We could then, as to all this trade and commerce, 
enter into full competition with every other commercial power— rand 
even if all were combined against us — on terms of great advantage, 
that would soon obtain and secure for us a permanent ascendency. A 
railroad across the same isthmus would result advantageously to us in 
the same way, though not to the same extent. 

A ship canal, or railroad, at either of the other routes of passage or 
transit to the Pacific, farther south, generally spoken of, (Nicaragua, 
Panama, or Atrato) — and a railroad is already in progress at Panama — - 
must advance our commerce and navigation in the same way ; but it is 
not believed they can be as valuable to this country as the " Gulf route^^ 
would be, if put in successful operation. 

These great improvements are alluded to because, whichsoever of 
them is adopted, and if all of them should be put into operation, most 
of the trade, commerce, and navigation to or through them, or in any 
wise arising from them, must necessarily pass through the '■^Straits of 
Florida.''^ All of such trade, commerce, and navigation, through Te- 
huantepec, from the Pacific, not expressl}^ destined for gulf ports, 
whether bound to Atlantic ports or Europe, or elsewhere, would be 
obliged, in getting out of the gulf, to go near to Tortugas and Key 
West. 

The chief portion of all our trade, commerce, and navigation, with 
Cuba and the West Indies, and especially with Jamaica and the Wind- 
ward islands, and wdth the eastern coasts of South America, now 
passes through these straits, and likewise the trade, commerce, and 
navigation of Europe with those places, in sailing-vessels, on the home- 
ward voyage. Steam-vessels, on their outward passage from the At- 
lantic States, also pass through the straits, and most of our coasting- 
vessels, even of the largest class, bound for the gulf — they, generally, 
crossing the Bahama banks. The voyage through the Windward pas- 
sage, or the Mona passage, going near Jamaica, and round Cape An- 
tonio, is sometimes pursued ; but it is several hundred miles longer, 
and is attended with its peculiar hazards, and also delays, that render 
the other passage preferable. 

An estimate of the trade, commerce, and navigation of the Gulf 
now annually passing through the Straits of Florida; and also of the 
other trade, commerce, and navigation of the United States and of other 
countries, above referred to as pursuing the same channel, has stated it 



716 ANDREWS* REPORT ON 

as probably amounting to $400,000,000, (four hundred millions of 
dollars.) That it must increase, and rapidly, and to an immense 
amount, and particularly that of the United States, if we are blessed 
with a continuance of peace, no one can doubt. 

With reference to this trade, commerce, and navigation, the Straits 
of Florida, and the islands, and keys, and coasts of Southern Florida, 
and particularly the positions of Key West and Tortugas^ are of the 
highest consequence to this country in time of war and of peace. They 
are equally as important to the commercial and navigating interests of 
the Atlantic States, and of tlie Atlantic seaports as to those of the gulf 
States and of the gulf ports. They are important to the same interests 
in California and Oregon. They are important to the agricultural in- 
terests of the great valley of the Mississippi. They are important as 
the outposts of the mihtary and naval defences of the entire gulf and 
southern Atlantic coasts, and as points from which to assail an enemy. 
They are essential for the protection of all our commercial and navi- 
gating interests, not merely in, or to, or from, the gulf, but with Cuba 
and most of the West Indies, and with the eastern coasts of this conti- 
nent further south, and with South America. The prospect of an 
extensive and valuable trade with the rich countries bordering on the 
Amazon and its tributaries being soon opened to us, is favorable ; and 
the recent auspicious changes in the affairs of the Argentine Republic 
promise an increase of our commerce with the La Plata and the 
States on its waters. Our commerce is extending with Brazil and with 
the States on the western shores of South America; and all of the 
trade, commerce, and navigation, just enumerated, and that in the 
Pacific, and through it to China and the Asiatic seas generally — the 
anticipated augmentation of which is before adverted to — must of 
necessity pass within sight of these two positions above designated, 
and most of it through the entire extent of the "straits." 

Tortngas is to the Gulf of Mexico, to the Straits of Florida, and to 
tlie Caribbean sea, and in fact to the entire West Indies, what Malta 
is to the Mediterranean and Adriatic seas, and the countries on their 
shores. The position of Gibraltar with reference to the commerce 
passing through the Gut into and out of the Mediterranean is not as 
commanding as is the position of Key West, with reference to all the 
immense commerce of this country, foreign and domestic, and that 
of foreign countries, passing through the Straits of Florida. The forti- 
fications at the Dardanelles do not more completely control the entrance 
to the sea of Marmora and that to the Euxine; or the Castle of Cron- 
berg that of the Baltic through the sound at Elsinore; than the forts at 
Key West and Tortugas will, when finished and garrisoned, and aided 
by the modern naval power of steam frigates — the most formidable 
ever known — control the entrance to the Straits of Florida and its 
entire passage. 

Key West is one of the finest harbors in the United States. The 
largest ships-of-war can enter it at anytime with facility. The anchor- 
age is secure, and it, and also the Tortugas, are being well fortified. 
Tortugas protects Key West on the south and west, and the latter is 
equally essential to the full protection of the former. As Key West 
has a channel of ingress and egress from and to the Gulf of Mexico, as 



COLONIAL AND LAKE TRADE. 717 

well as from and to the Straits of Florida, and supported as it is by 
Tortugas, having similar channels, it would require lor the blockade of 
a naval force in either thrice the strength of the force blockaded; and 
the blockading force must necessarily be so divided as to prevent any 
junction giving it effective superiority. These two positions will be 
formidable to any power that may provoke this countr}^ to a war, and 
that has possessions in, or convenient to, the West Indies ; for, besides 
the Guir of Mexico, and not only the Havana and Matanzas, but the 
entire island of Cuba, and every other West India island, and the 
whole Caribbean sea and its coasts, could be successfully blockaded 
by a vigilant and effective force of war-steamers to rendezvous there. 
From thence any point in the region named could be assailed in a few 
hours. 

Another consideration gives consequence to this position with refer- 
ence to the interests of the trade, commerce, and navigation, before 
referred to. From a report made to the Coast Survey office by the 
agent of the underwriters of our Atlantic and other seaports, it appears 
that, from the year 1845 to November 1, 1852, the number of Ameri- 
can vessels wrecked on the Florida reefs, keys, and coast, and brought 
into Key West, was 252; and the aggregate value of the ships and 
cargoes was $7,932,000. The salvors were awarded on this property 
$798,317, or about ten per cent, average salvage ; and the expenses in- 
curred were $389,380 — about Jive per cent, more : amounting in all to 
$1,387,697, or about Ji/teen per cent, loss to the owners or insurers. In 
this statement, the foreign vessels and cargoes wrecked there are not 
included. It is estimated they equal at least one-Jifth of our own in 
number and value. Those vessels that were supposed to be entirely 
lost, and the crews of which probably perished, are not estimated in 
the statement. The system for the regulation of the business of as- 
sisting wrecked vessels, and for securing the fidelity, honesty, and 
vigilance of the "m/yors," now enforced by the admiralty court at Key 
West, under authority of acts of Congress, is judicious and salutary. 

The extended introduction and use in navigation of steam power, 
defying the currents and the storms ; the acquisition of more accurate 
knowledge of the reefs, and keys, and coasts, and currents, and the 
course of the winds ; and the improved skill and greater care on the 
part of navigators, and the erection of further necessary light-houses, 
beacons, buoys, &c. — it is hoped, may decrease the number of wrecks 
on those reefs and coasts, and the immense losses sustained thereby, 
chiefly by eastern merchants, or ship-owners, or insurance offices ; but 
there will always be many unavoidable casualties attendant upon that 
navigation. The subject of devising further means, looking to the pre- 
vention of shipwrecks and consequent loss of human life and destruc- 
tion of property on the reefs in the vicinity of Key West, commends 
itself to the consideration of every philanthropic statesman. Provision 
for the destftute mariner cast upon those islands or coasts by shipwreck 
is also a subject meriting attention. 

There is no navy or ship-yard at Key West. There are no public 
establishments for the repair or refitting of ships injured in battle or by 
storm, or by having been ashore, nearer than Fensacola, on the gulf 
side, and Norfolk, in Virginia, on the Atlantic side. There is no naval 



718 ANDREWS^ REPORT ON 

hospital at Key West. There are no naval or military magazines or 
storehouses. There are no supplies of naval or military armaments of 
munitions ofivar. There are no public supplies of provisions, no coal 
for steamers, or other na.val or military stores of any kind, or places to 
deposite them in, if taken there. There are no materials for the repair 
or refitting of vessels. There are no public v^orkshops, or artisans, 
implements, or tools, or machinery, or tackle, for such object. Aad the 
case is the same at Tortugas. The nearest government establishments 
are at Pensacola, six hundred miles across the gulf, and Norfolk, nine 
hundred miles up the Atlantic coast. 

Every dictate of prudent foresight demands a change in these re*' 
spects. At the present session of Congress, an appropriation of twenty 
thousand dollars is made " for establishing a depot for coal, for naval 
purposes at Key West." No appropriation allowing further progress 
in the fortifications at Key West or Tortugas has, however, been made. 
It is believed, sound economy dictates that such amounts should be 
given as would enable them to be completed, and the armaments and 
military stores supplied to them forthwith. 

Key West will hereafter be more looked to as a rendezvous for our 
merchant-ships passing near to it. The great utility of a public ship- 
yard and dock there, must be apparent to all who reflect on the sub- 
ject. That port should be relied upon as a certain depot for coal and 
provisions and stores of all kinds, but especially for ship-chandlery and 
materials for repairing and refitting our ships-of-war and merchant- 
vessels, injured in any way, if they should put in there, or be taken in 
by "salvors." The establishment there of a naval hospital would be 
a just and a judicious measure. If made a stopping- place for the 
United States mail steamers between Chagres and New York and New 
Orleans, and all others going to, or returning from the South, the ad- 
vantage thereby afforded of shipping wrecked goods by the large 
steamers directly to New York or to New Orleans would be important 
to the insurers and others interested. The adoption of the measures 
suggested could not but result beneficiall}^ to the country in every re- 
spect. To wait till circumstances of necessity force such results — till 
private interests are constrained or induced to build up private estab- 
lishments, and provide the means for making Key West a rendezvous 
and haven and depot, as suggested — is, it is conceived, short-sighted 
policy. Pubhc and general interests are involved, and pubhc govern- 
mental aid should be yielded. Key West will become more and more 
essential as a place of depot for American coal as the steam navy and 
steam mercantile marine increases. If Tehuantepec should be made a 
good route of transit or of passage to the Pacific, Key West, being in 
the direct pathway of steamers from thence to the Atlantic ports and 
to Europe, and about midway of the voyage to and from New York, 
will be absolutely indispensable to the steamers in that business as 
such depot. 

Cogent arguments are urged in favor of Key West being made a 
principal naval station, and for estabhshing a nav^^-yard there of the 
first class. Besides those arising from its peculiar advantages of posi- 
tion, before alluded to, in time of war and of peace, the facihty of pro- 
curing all kinds of naval timber cheaply, and also of tar, pitch, and 



COLONIAL ANB LAKE TRADE. 719 

turpentine, from the contiguous public domain on the peninsula, is a 
matter deserving consideration. At any rate, it should be made an 
auxiUarj yard for the repair and refining of vessels-of-war injured in 
battle or by storm, even if it should be deemed injudicious to construct 
or huild ships there. Large sums have heretofore been expended at 
Port Mahon and elsewhere in foreign ports, by the United States, for 
similar limited public establishments. If provision is made by law, 
allow^ing, on proper terms, the use of such works for the repair and 
refitting of wrecked merchant- vessels, it would be highly advantageous 
to the commercial and navigating interests of the Atlantic seaboard. 

The superior eligibility of Key West as a naval station and depot, 
and the sound policy of fortifying it strongly, have long since been urged 
upon the government by officers of the army and navy at the head of 
their profession. President Monroe's message, January 20, 1823, and 
Secretary Thompson's communication referring to Commodore M. C. 
Perry's report, Am. Sta. Pa., tit. Naval Affairs, p. 871; also Commodore 
Rodgers's report, November 24, 1823, ibid., p. 1121 ; also President 
Jackson's executive order, April, 1829, and Secretary Branch's report 
in 1829, Sen. Doc. 1st sess. 21st Cong., vol. 1, No. 1, p. 37 ; and Commo- 
dore Rogers's report, ibid>, p. 236; also President Jackson's message, 
March, 1830, and Secretary Branch's letter and Captain Tatnall's re- 
port, Se?i. Doc, 1st sess. 21st Cong., vol. 2, No. 3, pp. 1, 2, and 5 ; also 
Secretary Conrad's report, December, 1851, Ex. Doc No. 5, p. 9, 1st 
sess. 32d Cong.; and Gen. Totten's report, ibid., pp. 25-52; and Lieuten- 
ant Maury's report, ibid., pp. 116 and 179 to 184; and Lieutenant Mau- 
ry's essays in Southern Literary Messenger of May, 1840, pp. 310, 311, 
&c. ; and numerous similar papers to be found in the published docu- 
ments of Congress since 1821, show this. The late Commodore 
David Porter, at different times, officially and unofficially, in communi- 
cations published in the newspapers, expressed his unequivocal concur- 
rence wnth Commodore Rodgers in the opinion he gave of the great 
importance of Key West and Tortugas, and of the policy and measures 
that should be adopted with respect to those points. And when Com- 
modore Porter was in the service of the republic of Mexico in her strug- 
gle for independence with Spain, he used Key West, then first being 
settled, as a point of rendezvous, from which he w'as enabled to well 
nigh destroy the commerce of the Havana and Matanzas, though sought 
to be protected by a superior Spanish fleet under Admiral Laborde. 

In the celebrated report to Congress, April 8, 1836, (Ex. Docs., vol, 
6, No. 243, 1st. sess. 24/A Cong.,) made by General Cass, then Secretary 
of War under General Jackson, and which, it has been considered, 
embodies all the arguments against the general system of coast fortifi- 
cations as an economical or as the best means of defence for this coun- 
try, positions like Key West and Tortugas are excepted from the 
general objections to the system, insomuch as they are not within the 
class of ordinaiy coast fortifications on the main land. They are rather 
auxiliary naval works. Ibid., pp. 11, 15, &c. 

The opinions expressed as to the value of Key West and Tortugas 
to the United States, in the documents and papers above referred to, 
are by no means peculiar to the eminent men and officers w^ho thus 
expressed them, nor are they, in the least degree, novel. Similar views, 



720 ANDREWS* REPORT ON 

it is well known, were entertained and expressed, by British engineers 
and other British naval and military officers, to that government a long 
time ago. Great Britain took the Havana and the provinces of East 
and West Florida from Spain, in the war of 1762-63, On the restora- 
tion of peace in February, 1763, she relinquished the Havana and 
Cuba, but retpJned the Floridas, which remained in her possession till 
1783, when they were retroceded to Spain. Whilst in possession of 
them, the British government caused partial surveys to be made of the 
reefs, keys, and coasts ; and the reports of her officers represented the 
Tortugas, and other islands and keys adjacent to the coast, as com- 
manding, if fortified and aided by a small naval force, the trade of the 
Havana, of Matanzas, and of the entire gulf and Straits of Florida. 
Excepting the Floridas, the whole gulf coast (Louisiana and the vice- 
royalty of Mexico) was at that time possessed by Spain. The British 
officers represented truly, that the Tortugas and the other Florida keys 
were of more importance to Great Britain, in a naval and military point 
of view, than the Havana ; because, whilst they are a check upon it, 
and, as has been before mentioned, they could effectually blockade it, 
aided by an efficient naval force, the Havana has no countervailing 
check or control over them with such naval force to sustain them. It 
is true, objections have been preferred to these views. It has been as- 
serted that Key West and Tortugas are *' unhealthy." The census 
reports of 1850, as to the number of deaths there, and the official re* 
ports of army and navy, medical, and other officers, and the experience 
of the residents of the Florida keys for the last tv/enty years, disprove 
this assertion. It has been stated that the isolated position of these two 
points renders the construction and maintenance of pubhc works there 
more expensive than at other places. This is not correct to any very 
great extent, and it is not a good reason for withholding the means 
if the advantages are superior, or the necessities greater, for such works 
there than at other places. Besides, these two works will cost for the 
construction less than the aggregate of the cost of four frigates, (if esti- 
mated at only $600,000 each ;) and it must be remembered that our 
naval ships ordinarily require in eight years the amount of their prime 
cost for repairs, refitting, &c. 

The objection has also been urged that, if such forts were besieged, 
there would be difficulty in affording them subsistence or other succor. 
It is not easy to imagine the probable necessity of such succor, except 
produced by a course of flagrant negligence and want of precaution, 
with respect to them, that it is not likely would be pursued by our gov- 
ernment in time of war, nor by our army or nav}^ officers. And it is 
denied. If such were the case, aid could not be rendered from the ad- 
jacent coasts, especially if some of the keys (such as Bahia Honda and 
Key Vacas) nearer the capes are protected by small defences, as should 
be, and can be done, at trifling expense; and if it can be supposed that 
there was no naval force of the United. States on the gulf" competent 
to repel the enemy. The assertion has been made in crude essays in 
political newspapers, and it has been elsewhere re-echoed, that Cuba, 
the Havana, and the Moro Castle, are 'Uhe true and onl} keys to the 
defence" of the shores of the South, '*and to the immense interests 
there collected," and that Key West and Tortugas were not the con- 



COLONIAL AND LAKE TRADE. 721 

Irolllng positions stated in the documents referred to. It is believed 
that but a solitary instance exists where such opinion has been ac- 
quiesced in by any distinguished naval or military officer. 

Such peculiar opinion, with respect to the relative value of these po- 
sitions, and of Cuba, and of the Havana, and of the Moro Castle is 
unsupported by any sound reasons founded on undisputed facts, and it 
has generally been urged to sustain ulterior views of policy beyond the 
mere protection of our commerce. The idea of the Havana being re- 
garded as a key to the gulf, when Key West and Tortugas are fortified 
and supported by a small naval force, is preposterous. They are to 
windward of Cuba, and are located at the centre, while the Havana is 
outside the periphery of the circle of the commerce of the gulf and 
straits ; and they have different channels of ingress and egress to the 
gulf and the straits, while the Havana has but one, and that to the 
straits. Vessels bound to or from the gulf, or further south, do not or- 
dinarily pass as near to the Havana as to the Florida keys. They seek 
to avoid the iron-bound and generally leeward coast of Cuba, and the 
currents near it. 

As points from which to make an offensive or aggressive demonstra- 
tion by sea, either in the West Indies or to the south, or in the Atlantic 
beyond the Caribbean sea, as has before been observed. Key West and 
Tortugas are the most favorable positions in possession of the United 
States. Foreign statesmen and military and naval officers are not un- 
apprized of this ; and hence, upon the breaking out of a war between 
us and any naval power of Europe, a large naval force will be forth- 
with dispatched by the enemy to their vicinity, and, as was predicted 
by Commodore Rodgers in 1823, ^^the first important naval contest in 
which this country shall be engaged, will be in the neighborhood of this very 
island,''^ [Key West.^ 

In confirmation of the correctness of those remarks, it is not inap- 
propriate to refer to debates in the British Parliament more than thirty- 
three years ago, in which eminent and sagacious British statesmen, who 
doubtless received the views they expressed from British military and 
naval officers, (as is the practice of wise British statesmen on such 
subjects,) unequivocally attest the value to the United States of these 
positions, obtained by the then recent cessions of the Floridas, by 
Spain. [Vide Lord Lansdowne's speech, in May, 18] 9 Hans. FarL 
Deb., vol. 40, p. 291; Mr. Macdonald's speech, June 3, 1819, ibid., p. 
902; Mr. Maryatt's, ibid., p. 893; Sir Robert Wilson's, ibid., p. 871; 
Lord Carnarvon's, ibid., p. 1413 ; and Lord George Bentinck's, February 
3, 1848, ibid., vol. 96, pp. 7 to 42.] 

This is not the only time similar views were expressed in the British 
Parliament ; and it has been stated on good authority, that, anterior to 
the cession of 1819, an eminent, watchful, and far-seeing English states- 
man called public attention to the importance of the Tortugas, and to 
the expediency of the British government taking possession of and for- 
tifying those islands. 

One of the most useful public undertakings in the Union is the 

" Coast Survey." Its labors on the Florida reef, keys, and coasts were 

commenced in 1848, and are extending up the gulf and Atlantic coasts. 

Appended to a statement of wrecks at Key West in 1847, (pubhshed 

46 



722 ANDREWS* REPORT ON 

p. 105, Sen. Doc. No. 242, 1st sess. 30th Cong.,) is the following 
printed note, made by one of the then Senators from Florida : 

[Note by J. D. W. in 1848.] — '^It is not a httle surprising that, in 
the tiventy-seven years Florida has been held by the United States, no 
complete nautical survey has been made of the ^Florida reef!' During 
such time the British government has had ships-of-war, (among them 
the brig Bustard,) with scientific officers, engaged for months in such 
surveys ; and even in surveying the harbor of Key West, and other of 
our harbors there ! The charts used by our navigators are the old 
Spanish charts, and those made by the British from 1763 to 1784, and 
of the recent British surveys alluded to, and compilations of them by 
Blunt and others — all imperfect in many particulars, and erroneous in 
others. We have no original American chart of all the reefi and keys! 
That accomplished and scientific officer at the head of the ' Coast Sur- 
vey,^ Professor Bache, has informed me, that if the means were appro- 
priated by Congress, the entire reef and all the keys, from the Tortugas 
up to Cape Sable, could be surveyed in one season. The expense, to 
enable the work to be finished in one season, might not fall short of 
$100,000 ; as, to effect it, three or four different parties of officers must 
be employed. But the benefits of such work would greatly outweigh 
this amount; and it will not cost less, to devote two or three years 
to it." 

No intelligent man, after investigation and reflection, can question 
the great value of the *' coast surveys." They have been prosecuted 
with dihgence on this coast, as the results show, since the first appro- 
priation of $7,500 was made in 1848. The annexed map, showing 
the coast of the Gulf of Mexico, and also the relative positions of Cape 
Catoche and of Cuba, and of the Bahama banks and islands, to the 
peninsula, and to the islands, keys, and reefs of Florida, and also of 
the Atlantic coast as far north as Charleston, has been furnished from 
the " Coast Survey" office, upon request, expressly for this report. It 
will be found to be highly useful. Some portions of the coasts therein 
delineated have not as yet been fully surveyed, though the v^ork, as it 
respects the coasts of the United States, is progressing as rapidly as 
the limited means yielded will allow. The parts unsurveyed have been 
laid down from the former surveys alluded to, and from the partial, or 
preliminary, reconnaissances made by the Coast Survey officers. The 
beneficial effects of the labors of this valuable public establishment 
(characterized as those labors are by that perfect accuracy attainable 
only by the highest degree of science and professional skill) should be 
conceded by all, though it seems such is not the case. It is to be 
lamented, as a drawback to these and all similar works for the preveri- 
tion of casualties of any kind, and particularly those by shipwreck, 
that they are not generally appreciated. Their salutary results are 
silently effected, and therefore unperceived by many. Even the mer- 
chant, whose property is saved from destruction by the charts of hid- 
den dangers, and of safe channels and harbors, furnished by the " Coast 
Survey," reflects but little to whom he owes its preservation. But the 
tempest-tossed mariner, when his ship and his life are in peril, from 
which there is no escape except by the aid these charts give him, then 



COLONIAL AND LAKE TRADE. 



723 



feels their inestimable value, and cherishes the guide there found as his 
best friend. 

WRECKS. 

The following statement has been compiled from Sen. Doc. No. 242, 
1st session 30th Congress, pp. 25, 26, and ihid.^ pp. 99 to 105; also 
Sen. Doc. No. 3, 2d session 30th Congress, 1848, pp. 30, 31, &c.; also 
Sen. Doc. No. 42, 1st session 32d Congress, 1851-52, p. 11 ; and other 
documents referred to in the foregoing paper, and in Mr. Cabell's letter, 
which precedes it. See also Mr. Hoyt's (agent) report to "Board of 
Underwriters'" in New York, for 1852: 

Wrecks on Florida reefs from 1844 to December 15, 1852. 



Year. 


Number 
of ves' 
sels. 


Value of ves- 
sels and car- 
goes. 


Salvage. 


Expenses. 


Salvage and 
expenses. 


Loss. 




Per ct. 


Amouat. 


Per ct. 


Amount- 


Per ct. 


1845 


29 
26 
87 
41 
46 
80 
84 
22 


$725, 000 

731, 000 

1, 624, 000 

1, 282, 000 

1,305,000 

■922, 000 

941,500 

663, 800 


12.? 

9.4 

6.7 

11.1 

11.2 

13.2 

12.1 

8.2 


$82,694 

69, 600 

109,000 

125,800 

127, 810 

122,831 

75,852 

80,112 


10.5 
4.9 
6.4 

9.2 
8.5 
8.3 
8.4 
8.2 


$76,370 
36,100 

104,500 
74, 260 
91,350 
77,169 
89,148 
81, 988 


$169, 064 
105, 700 
213,500 
200,060 
219,160 
200, 000 
165,000 
162,100 


23,3 


1846 

1847 


14.3 

13.1 


1848 


21.3 


1849 

1850 

1851 


18.7 
21.5 
20 5 


1852 


16.4 


Total 


265 


8,194,300 


10 


803,699 


12.9 


630, 885 


1,434,584 


22.9 



The foreign vessels are not included in the above, except in the first 
three years, when there were 17 British, and 84 American, and 6 of 
other nations. Foreign vessels included, since 1847 the number of 
wrecks is altogether about 290 vessels* The expenses are distinct 
from salvage, being charges against vessels, &c., in port, as harbor fees, 
wharfage, storage, auction commissions, exchange, commissions for 
advances, support of crews, repairs, refitting, &c. 

THE COTTON CROP OF THE UNITED STATES. 



This paper is not intended to be an essnj upon the questions respect- 
ing which much has been written as to the time when, and by what peo- 
ple, ''' cotton- woof'' was first used for making cloth; or when, or by whom, 
it was first cultivated for use ; or when, and with w^hat nations, it first 
becam.e an article of commerce. Several different and various publi- 
cations, official and unofficial, readily attainable in most parts of this 
country, each, afford all the information on these points that can, in any 
degree, be practically usefiil to any person. Nor is it intended to discuss 
in this paper, or even to intimate an opinion respecting those topics of 
political econom}'' connected with the different " cotton interests," which 
have divided pubhc sentiment in this country in years past. The sole 
object is to present data^ gathered and compiled from authentic sources, 
relating to the cultivation and production of cotton — its past increase 



724 ANDREWS' REPORT ON 

in the United States as an article of commerce, and its probable still 
greater importance and value. 

Two kinds of cotton are grown in the United States : 

1. That indifferently called "long staple," "black seed," "lowland," 
or " sea-island." When raised inland, it is sometimes called " Mains." 

2. The "short staple," "green seed," "upland," also sometimes 
called "petit gulf," or "Mexican." 

The first generally commands twice or thrice the price of the latter 
kind, and superior sea-island often brings a much higher amount. Very 
choice qualities of sea-island cotton have commanded upwards of a 
dollar per pound. Sea-island cotton is prepared for market with great 
care, being mostly cleaned by hand, or by the "ro//er" gin; the "saiy" 
gin, used to separate the wool of the " short staple" from its seed, in- 
JQiing the fibre of the "long staple." The long staple is usually put 
in round bags, not exceeding 350 pounds in weight, whilst the short 
staple is, in late years, compressed into square bales of generally 450 
or 500 pounds each, and in some States more. The annual yield of 
the long staple is generally from 75 to 150 pounds of cleaned cotton to 
each acre of average good land cultivated, or from one to one and a 
half and two bags of 300 pounds to each able plantation hand em- 
ployed ; w^hilst the short staple yields from 150 to 250 pounds of cleaned 
cotton to the acre, or from three to seven bales of 400 pounds to each 
hand. In the best seasons, upon land of the first quahty and with good 
cultivation, eight, nine, and sometimes ten bales of upland cotton, to 
the hand, have been produced. The hands employed in the cultiva- 
tion of cotton, and the product of whose labor is thus estimated, are 
estimated as if not engaged in the cultivation of corn, potatoes, and 
other products, &c., for the support of the plantation. 

The regions in the United States adapted to the profitable raising 
oi sea-island cotton are not so extensive as those in which the short staple 
can be advantageously cultivated, and the crop of sea-island has con- 
sequently not increased in the same proportion as the short staple. And 
the demand for sea-island is not so great, as it is chiefly used for the 
manufacture of laces, fine cotton threads, and cotton cambrics of the 
most delicate texture. It is now also used with silk in the manufacture 
of several articles passed off as sillc goods. No country has produced 
any cotton equal in fineness, length, and strength of fibre, and of such 
whiteness, as the sea-island of South Carolina, Georgia, and Florida. 
This superiority is doubtless, in a degree, owing to the peculiar adap- 
tation of the climate and soil of parts of those States to the favorable 
production of that kind of cotton ; but it is also attributable to the great 
attention given to its cultivation by intelligent and observing planters, 
availing themselves of the aid of chemical and agricultural science — 
making experiments from year to year for improving the processes of 
cultivation, and for increasing the excellence as well as the quantity 
of the product ; and who profit by the practical experience of their 
antecessors of more than half a century. 

The treasury accounts exhibit the progress of the "sea-island" cotton 
crop of this country from 1805 to 1852, inclusive, fuller than they do 
the progress of the crop of "upland" cotton, for the reason that the for- 
mer has been mostly exportedj whilst a large portion of the latter has 



COLONIAL AND LAKE TRADE. 725 

always been consumed in the United States. Prior to 1805, no dis- 
tinction was made in the treasury reports between the *' sea-island" 
and "other cotton," styled, in a treasury report of 1836, ^'"common 
cottonP 

The treasury account show that, during the years 1790-91, and 
'92, about 733,044 pounds of cotton of all kinds, foreign and domestic, 
valued at $137,737, were exported from the United States. There had 
heen imported into the United States previously, and during that period, 
foreign cotton to a considerable amount. The importations within the 
years named were about 889,111 pounds, which, valued at the same 
price as that exported, amounted to $202,014. The importations of 
foreign raw cotton during those three years exceed the exportations 
156,067 pounds ; and, consequently, either the whole of the domestic 
crops, and likewise that much of the foreign (and imported) raw cotton, 
was then consumed in the United States ; or a portion of the domestic 
crops was exported, and a greater amount than is above stated of the 
foreigin raw cotton was consumed in the United States. The quantity 
of foreign raw cotton consumed in the United States in these three 
years is, however, estimated in a treasury report of 1801 at 270,720 
pounds, which would make the exportation of domestic cotton in those 
years 114,653 pounds. It is known that some, though limited quanti- 
ties of domestic raw cotton were sent to Great Britain in the years spe- 
cified ; but the correct accounts thereof cannot now be obtained, and 
therefore, with this explanation, it has been deemed proper to state all 
the exportations for those years as foreign cotton, as in fact most of them 
were. 

The only accounts of the entire annual crops of the United States 
that can be obtained are unofficial, except the decennial census state- 
ments. The ^^ commercial accounts are usually stated as from the first 
of September of each year, to the 31st of August following ; it being 
presumed that, by the day last mentioned, the entire crop of the previous 
year will have been received in the home market ; and the amount of 
such receipts, consequently, affords tolerably correct data for estimating 
the " entire crop " of that year. The official or treasury accounts, end- 
ing each year on the 30th day of June, (the last day of the fiscal year 
of the federal government,) and before the entire crop of the previous 
year has been received in market, the crops of the two preceding sea- 
sons are often confounded. Nevertheless, by comparison of the dif- 
ferent accounts with each other, estimates may be made of the crop of 
each season, closely approximating to general correctness. 

The exports of ."sea-island" cotton from the United States, within 
certain periods, have been as follows : 

In 1805, '6, and '7 23,809,752 pounds. 

In 1808 (embargo) 949,051 

In 1809, '10, and '11 25,297,867 

In 1812, '13, and '14 (war) 11,022,993 

In 1815 8,449,951 

In 1821, '22, and '23 34,731,389 

In 1849, '50, and '51 27,505,378 

In 1852 11,738,075 



726 ANDREWS' REPORT ON 

The annual exports of " sea-island" cotton for the last nmeteen years? 
excepting the years 1845, '46, '49, and '52, were less in quantity than 
the exports of the same kind in 1805. The fluctuations in the prices 
of " sea-island" cotton have not been so great as in those of " other 
cotton." The " embargo," laid December 22, 1807, and which con- 
tinued in force till March 1, 1809, affected the crops of 1808 and 1809, 
as to quantity produced, and prices ; and the war with Great Britain 
(declared in June, 1812, peace being fully restored in January, 1815,) 
injuriously affected the production and prices of all cotton for the 
years 1812, '13, and '14. The annual consumption in the United 
States of raw " sea-island" cotton, it is estimated, is not now more 
than one-hundredth of the amount exported, being in 1852 estimated to 
be about 100,000 pounds. Though the treasury accounts from 1805 to 
1820 distinguish in the tables of exports between domestic and foreign 
cotton exported, and the quantities and values of the different kinds of 
cotton, and that exported in foreign and that in domestic vessels ; since 
1820 to separate values of "sea-island" and of "other cotton" are not 
stated in the published reports. It appears that for many years Great 
Britain has generally received nearly Ibur-fifths, and France about one- 
fifth, in quantity, of the " sea-island" cotton exported. 

It has been stated that a process of dividing, or splitting, the coarser 
" upland" cotton, and of substituting the divided fibre for the fine 
"sea-island," in the manufacture of the finer muslins, has recently 
been discovered in Europe ; and which, it has been conjectured by 
some, may cause a diminution of the value of " sea-island" cotton. 
The account is not fully credited ; but if the fact be as stated, it is con- 
sidered that the expense and labor of dividing the coarser cotton must 
exceed the additional cost of the production and preparation of the 
^'•sea-island'''' for market, to that of the ^^ upland f^ and more than the 
ordinary difference between the prices of the different kinds. And it is 
also beheved that articles manufactured from cotton naturally fine, 
must excel in appearance, strength, and durabihty, any made from 
cotton the fineness of which is produced by artificial means, like those 
intimated; and that for a long time to come, markets equally as certain 
and as profitable as now exist for all the " sea-island" cotton that can be 
raised m the United States, (as before observed, necessarily limited in 
quantity,) may be certainly depended upon. 

A comparison of the exportations of " sea-island" cotton with those of 
" all other" domestic raw cotton will show that, whilst in 1805, '6, and 
'7 the former amounted to 23,809,752 pounds, the quantity of the lat- 
ter exported during the same period was 114,182,256 pounds; the 
proportion of " sea-island" to " all other" being less than a fourth, 
and to the entire exportation less than a fifth in quantity. In 1821, 
'22, and '23 the proportion of " 5ea-z5/a?z^ " to the entire exportation 
was less than a twelfth in quantity ; and in 1849, '50, and '51 that pro- 
portion was less than a ninetieth! In the year 1852, the "sea-island" 
exported was 11,738,075 pounds, and the proportion to the entire ex- 
portation of 1,093,230,639 pounds was less than 07ie ninety-third. 

The "upland" cotton crop of the United States has increased since 
1790, with a rapidity unexampled, in history, by any product of 
agriculture, in any country. Its augmentation in respect of quantity, as 



COLONIAL AND LAKE TRADE. 



727 



well for home manufacture and consumption as for home manufacture for 
exportation, and as an article oi foreign commerce in its ^^raw'"' state, 
and likewise the increase of its importance and value as an article 
of commerce after its manufacture in foreign countries, are also unparal- 
leled. The consequence it has attained as an article of necessity, in 
affording the means of employment to the manufacturing classes of 
Europe (and especially Great Britain) and of this country, is also 
without precedent. 

The exhortations of domestic uj)land cotton anterior to 1805, sepa- 
rately from " sea-island," cannot be given for the reasons before stated. 

The exportation of " sea-island" in certain periods is stated above. 
The exports of " other cotton," or " upland," and likewise the " total 
exports" of all domestic raw cotton, in the same periods, were as fol- 
lows : 

Exports of raw cotton from the United States. 



Years. 


Domestic "upland" 
cotton. 


Total domestic cotton 
of all kinds. 


Official valuation. 


In 1805, '6, and '7 


Pounds. 

114,182,256 

9,681,394 

191,012,086 

54,703,407 

74,548,796 

408,560,381 

2,560,715,584 

1,081,492,564 


Pounds. 

137,992,011 

10,630,445 

206,309,953 

65,726,400 

82,998,747 

443,291,770 

2,589,220,962 

1,093,230,639 


$32,004,006 

2,220,984 


In 1808 


In 1809, '10, and '11 

In 1812, '13, and '14 

In 1815 


33,274.408 
8,087.628 
17,529,244 
64,638,062 
250,696,900 
87,965,732 


In 1821, '22, and '23 

In 1849, '50, and '51 

In 1852 







The official returns show that the increase of the aggregate of the 
exportations of all kinds of domestic raw cotton, since it has become 
a prominent article of foreign commerce, (except whilst the embargo 
of 1808, and the war of 1812, 1813, and 1814, affected our foreign 
trade, or when adventitious and unfavorable circumstances shortened 
the crop,) has been unchecked and regular. That increase, since 1805, 
has been upwards of twenty-eight-fold in quantity, and more than nine 
hundred "per centum in value, and the steadiness of the augmentation will 
be manifest by taking the aggregate of each successive three years after 
1804, down to and including 1852, omitting only the years when all 
the commerce of the United States was shackled and reduced, as above 
noticed. 



728 



Andrews' report on 



The importations of foreign raw cotton into, and the exportations of 
foreign raw cotton out of, the United States, (the difference being con- 
sumed in the United States) are stated below for certain years, as taken 
from the treasury returns : 



Years. 


Imports of foreign raw 
cotton. 


Exports of foreign raw 
cotton. 


Difference. 




Pounds. 


Dollars. 


Pounds. 


Dollars. 


Pounds. 


Dollars. 


In 1805, '6, and '7 

In 1821, '22, and '23.... 

In 1849, '50, and '51 

In 1852 


7,881,415 

1,256,614 

584,127 

244,548 


1,831,327 

239,020 

29,622 

12,521 


6,494,439 

1,093,362 

184,034 


1,506,610 

203,327 

11,340 


1,386,976 
163,242 
400,093 

244,548 


324,719 

25,732 
18,682 
12,521 









The quantities and values for every year have not all been found in 
the treasury returns ; but the one may generally be estimated from the 
other, and from the prices of domestic cotton the same year. It ap- 
pears that the price of some foreign cotton was formerly very high ; but 
the average of medium "?^pZa?^^" domestic cotton is now too great for 
the foreign cotton imported. As before observed, the entire exports of 
17,90, '91, and '92, are set down as foreign raw cotton ; insomuch as 
they were less than the imports of same cotton in same years. The 
total amount of the crops of the United States in those three years has 
been variously estimated ; but the accounts of the imports and exports 
of foreign raw cotton, (before stated with explanations,) show that the 
cotton then produced in the United States was 7iot sufficient for the do- 
mestic consumption in those years! 

Our importations have swelled in the aggregate from about 
$388,000,000, in 1805, '6, and '7, to ^542,220,689, in 1849, '50, and 
'51. In the year ending June 30, 1852, they amounted to $212,613,282. 
In considering this increase, it should be recollected that this statement 
does not show the increased consumption in the United States, of the 
foreign articles, which in some instances is greater than appears by 
such account. 

In former years a large portion of these importations was destined 
for exportation from the United States to foreign countries, and was not 
consumed here. We received the freights upon such of them as were 
carried in our ships, in or out; and import duties, less the drawback on 
exportation, and the incidental expenses of storage, &c. This "car- 
rymg'' trade has decreased more in proportion than an}^ other. The 
foUowiog account of such aggregate importations and exportations of 
all foreign merchandise, and likewise the next following account as to 
foreign cotton manufactures imported and exported in different periods, 
will illustrate these remarks. The difference is the true amount of such 
importation consumed in the United States. The accounts, or general 
tables, annually published by the treasury, do not direct attention to 
past changes in the course and character of our trade, commerce, and 
mavigatiou ; and therefore its true decrease or increase, and its actual 



COLONIAL AND LAKE TRADE. 



729 



retrogression or progress, in every respect, is not manifest 'without close 
investigation of several different tables. 

The value of importations and exportations of foreign merchandise, 
and "difference," (being the amount consumed in the United States,) in 
certain periods, were as follows : 



Years. 



Imports. 



Exports, 



Difference, con- 
sumed in U. S. 



1790, '91, and '92 

1793, '94, and '95 

1796, '97, and '98 

1799, 1800, and '1 

1802, '3, and '4 

1805, '6, and '7 

1808 (embargo) 

1809, '10, and '11 

1812, '13, and '14 (war) 

1815, '16, and '17 

1818, '19, and '20 

1821, '22, and '23.. 

1824, '25, and '26 

1827, '28, and '29 

1830, '31, and '32 

1833, '34, and '35 

1836, '37, and '38 

1839, '40, and '41 

1842, '43, and '44 

1845, '46, and '47 

1848, '49, and '50 

1851 

1852 



^83 
135 
225 
281 
225 
388 
56 
198 
112 
359 
283 
223 
261 
242 
275 
384 
444 
397 
273 
385 
480 
216 
212 



,700,000 
,45^,268 
,367,270 
,685,427 
,999,999 
,510,300 

990,300 
,200,300 
,000,000 
,394,274 
,325,300 

406,502 
,863,559 
,486,419 
,097,310 
,535,385 
,686,656 
,179,828 
,350,921 
,491,999 
,994,685 
,224,932 
,613,282 



$2,804,295 
17,125,277 
86,300,000 

131,296,598 
85,600,640 

173,105,813 
12,997,414 
61,211,616 
11,488,141 
43,079,975 
56,600,408 
71,132,312 
82,467,412 
61,656,-631 
58,460,478 
63,640,041 
56,054,117 
51,153,918 
29,759,102 
34,704,611 
49,172,988 
21,698,293 
12,037,043 



$80,895,705 
118,330,991 
139,067,270 
150,388,829 
140,399,359 
215,404,187 
43,992,586 
136,988,384 
100,511,859 
316,314,299 
226,724,592 
152,274,190 
179,396,147 
180,829,788 
216,636,832 
320,895,344 
388,632,539 
346,925,910 
243,591,819 
350,787,388 
431,821,697 
194,526,639 
200,576,239 



The "bulhon and specie" imported and exported, are included in 
the above. It corrects some errors (though trivial) in former tables. 

The value of importations and exportations o^ foreign manufactures 
of cotton and "difference," being the amount consumed m the United 
States in certain periods, was as follows : 

Foreign cotton goods imported and exported, ^"c. 



Years. 



Imports. 



Exports. 



Difference, con- 
sumed inU. S. 



1821, '22, and '23 
1824, '25, and '26 
1827, '28, and '29 
1830, '31, and '32 
1833, '34, and '35 
1836, '37, and '38 
1839, '40, and '41 
1842, '43, and '44 
1845, '46, and '47 
1848, '49, and '50 

1851 

1852 



$26,391,495 
29,753,307 
28,674,440 
34,352,203 
33,173,215 
35,626,258 
33,169,701 
26,178,789 
42,586,782 
54,285,149 
22,164,442 
19,689,496 



$5,863,132 
7,112,522 
5,646,493 
7,540,409 
9,069,209 
6,602,600 
3,287,810 
1,550,156 
1,661,891 
2,214,361 
677,940 
991,784 



$20,528,363 
22,640,785 
23,027,947 
26,811,794 
24,104,006 
29,023,658 
29,881,891 
24,628,633 
40,924,891 
52,070,788 
21,486,502 
18,697,712 



730 ANDREWS' REPORT ON 

A reference to the more detailed statement appended will show that, 
for some years past, most of the above specified importations have 
been of the finer kinds of manufactures, made chiefly from the "sea- 
island" cotton, or the best qualities of " upland." Our domestic manu- 
factures, though improved greatly as to quantity, have hitherto been 
mostly of the medium, or of the coarser or lower-priced goods, made 
from ordinary '' upland" cotton, manufactured with less labor, and more 
cheaply than the finer goods. A reference to the following compiled 
account, and to the more detailed table appended, of our domestic cot- 
ton manufactures, exported since 1826, will verify this statement, as to 
the quality thereof A comparison of these statements with those of 
our exportations of raw cotton will show that, whilst our exports from 
cotton have, since 1821, increased nine-fold, the importations of our 
foreign cotton manufactures have but a little more than doubled. 
Our exportations of domestic cotton manufactures have nearly de- 
stroyed the exportations of foreign cotton manufactures, and taken the 
place of them. 

The treasury returns of exports show to what countries the foreign 
cotton manufactures, and also to what countries the domestic cotton 
manufactures, were sent from the United States ; and an investigation 
as to the facts, in this respect, would be interesting and useful to the 
merchants and statesmen of this country ; but the limiits to which this 
paper is restricted precludes, at this time, anything on this subject but 
the suggestion now made. 

Ex'portations of domestic cotton manufactures in certain years and periods. 



Years. 



In 1826 

In 1827, '28, and '29. 
In 1830, '31, and '32. 
In 1833, '34, and '35. 
In 1836, '37, and '38. 
In 1839, '40, and '41. 
In 1842, '43, and '44. 
In 1845, '46, and '47. 
In 1848, '49, and '50. 

In 1851 

In 1852 



Value. 



$1,138,125 
3,429,103 
3,674,070 
7,477,192 
8,845,962 
9,647,186 
9,093,110 
11,955,932 
15,385,758 
7,241,205 
7,672,151 



Though the quantity o^ foreign " raw" cotton consumed in the United 
States is readily ascertainable by deducting the exportations of such 
cotton from the importations; and though the value of the foreign man- 
ufactures consumed may be ascertained by a similar process, and a 
tolerably correct estimate made of the quantity of raw cotton (of the 
Uuited States) used in such manufactures ; yet it is well nigh impossible 
to ascertain with certainty the quantity of domestic raw cotton consumed 
in this country. 

In the^r^^ place, the quantity consumed in "household" or "home 
made" manufactures of many different kinds, and that which is con 



COLONIAL AND LAKE TRADE. tBt 

sumed in the infinite various uses to which it is applied throughout 
the country, and especially in the States where it is grown, has to be 
guessed, without very certain data. So also the quantity destroyed by 
fire, or otherwise, in its transportation to the southern shipping port, or 
by sea, before it is taken into the account, cannot be ascertained. The 
rates of insurance from the Gulf to the Atlantic ports are very high, 
and should be some criteria by which to judge of the extent of these 
losses. 

The last census returns state the value of all the ^'■home-made'''* manu- 
factures in the United States to be $27,544,679. Of these, the States of 
North Carolina, South Carolina, Georgia, Florida, Alabama, Tennessee, 
Arkansas, Mississippi, Louisiana, Texas, and Kentucky, made upwards 
of $14,635,000 ; being more than half, though the aggregate of their 
white population is less than a fourth of the whole white population of 
the United States. In those States cotton is a principal material in 
such manufactures ; and they are made by every class, and used by 
every class of the population. It is not considered extravagant to allow 
for the raw cotton used in " home-made " or "household " manufactures 
in the United States, including that applied to other uses, $7,500,000, 
equalling, at 11.31 cents per pound, 66,372,000 pounds, or 165,930 
bales of 400 pounds each. 

And it is estimated that 7,500 bales of 400 lbs. each, or 3,000,000 
of pounds, are annually lost or destroyed, and not put into the account 
of the crop, as above stated. It is valued at $339,000. 

The second item is the amount furnished the domestic manufactories 
of cotton in the United States, to ascertain which, even approximately, 
recourse must be had to unofficial statements of manufacturers, and to 
commercial accounts, that cannot be otherwise than imperfect ; and to 
the more authentic, but still somewhat uncertain accounts, taken from 
the last census returns. The census returns of 1849-'50 of the cotton 
manufactories in the United States give the following statement : 

Number of manufactories in the United States 1,094 

Amount of capital invested $74,501,031 

Bales of cotton used — (at 400 lbs. each, equal to 256,496,- 

000 ; at 450 lbs. each, equal to 288,558,000) 641,240 

Tons of coal used 121,099 

Value of all raw material used $34,835,056 

Number of hands employed — (males, 33,150 ; females, 

59,136) : 92,286 

Entire wages per month — (males, $653,778 ; females, 

$703,414) $1,357,192 

Value of entire products $61,869,184 

The quantity of cotton used is stated in hales. A bale is estimated 
in another part of the census accounts to weigh 400 lbs. It is believed 
such estimate, as to the cotion furnished our manufacturing establishments, 
is underrated at least 12J per centum. Most of the cotton used in 
those manufactories is " upland,^^ the bales generally, for the last five 
years, averaging 450 pounds. That the other census accounts relating 
to the ^' entire crop," (including ''sea-island'^ and "upland,") though 



732 Andrews' report on 

stated in "pounds^ mention the bales as " of 400 lbs. each,'* does not 
make the above reduction of these bales to pounds, at 450 lbs. to each 
bale, incorrect. The estimate of 400 lbs. is carried through all the 
statements and estimates in this paper, (except in the above,) to enable 
ready comparisons to be made. 

The " products '' of these establishments are stated to have been, in 
a849-'50, 763,678,407 yards of sheeting, and 27,860,340 lbs. of thread, 
yarn, &c., and 13,260 bales of batting, and are valued at $61,869,184. 
The value of domestic woollen manufactures is stated at $43,207,555; 
that of domestic iron manufactures, of all kinds, at $54,600,000. The 
value of 1,177,924 barrels of ale, beer, &c., or of the 42,133,955 gal- 
lons of whiskey and " high wines," or of 6,500,500 gallons of rum^ 
manufactured, is not stated. The annual wages of the hands employed 
in cotton manufactories, it will be seen by the census returns, amount 
to $16,286,304. The woollen manufactories employ 22,678 male, and 
16,574 female hands — in all 39,252— whose annual wages amount to 
$8,399,280. The iron manufactories employ 57,017 male, and 277 
female hands — in all 57,294 — whose annual wages amount to $15,- 
000,000 ; and breweries and distilleries employ 5,487 hands, the value 
of whose labor is not given ! 

Deduct from the value of the " products " of these cotton manufac- 
tories in 1849-50, stated to be $61,869,184, the value of the exports 
of domestic cotton manufactures for the same year, $4,732,424, and 
the balance, $57,134,760, is the value of the domestic cotton manufac- 
tures, made in our own cotton-manufacturing establishments, and con- 
sumed in the United States. 

The value (and afterwards the quantity) of raw cotton for these re- 
spective portions of the domestic cotton manufactures of the United 
States, may be ascertained by a deduction of 50 per centum of the value 
of the manufactures, for the cost of manufacture, wastage, profits, &c., 
and calculating the quantity corresponding to such value, at the price 
for that year, of fair " upland " cotton. The correctness of this mode 
will be verified, as to the year 1849-50, by reference to the items in 
the census account of the manufactures of cotton above given, of the 
value of raw materials used, and "bales of cotton" used, and "value 
of entire products," and to the expenses of manufacture, as set forth 
in that statement. 

The quantity of domestic raw cotton consumed in the United States, 
in foreign manufactures, has been estimated by a similar calculation 
with reference to the " difference " between the importations into, and 
exportations from, the United States, of such foreign manufactures be- 
fore given. The enhanced value of the foreign cotton manufactures is 
stated at 100 per centum more than the raw cotton, and includes freight, 
insurance, duties, and all other expenses ; and the cheaper labor in 
foreign countries, and the higher value of the sea-island cotton, gen- 
erally used in such manufactures, and profits, &c., have also been 
considered. 

The following estimate of the quantity of domestic " raw cotton*' 
consumed in the United States, in domestic and in foreign manufactures, 
and in "household" or " home-made" articles, &c., for the year end- 
ing June 1st, 1850, is believed to be nearly correct. 



COLONIAL AND LAKE TRADE. 733 

Co7isum])tion of cotton in the United States in 1849-*50. 

In domestic manufactures — deducting value of those exported from 
value of entire manufactures, and also 50 per cent, for cost of man- 
ufacture, profits, &c.— about $29,000,000=256,638,000 lbs. 

In foreign manufactures, (from domes- 
tic cotton,) — deducting from imports, 
($20,108,719) value of exports of 
same, ($427,107)=$19,681,612; and 
50 per cent, for cost of manufacture, 
duties, profits, &c., &c 9,840,800= 87,087,000 *' 

In " household," or "home-made" man- 
ufactures 7,500,000= 66,372,000 " 



Total consumption of raw cotton in 
the United States in 1849-'50. .$46,340,800=410,097,000 *' 

The total consumption in cotton mamfactures same time — foreign 
and domestic — including " home-made," amounted to more than 
$82,000,000, upwards of threefourths of which were made in the 
United States. 

Fractions are equalized in this estimate, and the value stated at the 
official average valuation of all cotton for that year. The cotton, of 
which the foreign manufactures consumed in the United States are 
composed, being mostly "sea-island," its value should perhaps be higher; 
but in such case, the values of the other cotton ought to be reduced in 
proportion to quantity and price, to make the correct average. The 
values of "sea-island" and "upland" should be kept separate in the 
treasury accounts. 

The domestic consumption, of course, increases each successive year, 
equally w^ith the population, and the discovery from time to time of new 
uses to which cotton may be applied also adds to the consumption; and 
a full crop increases it. 

Similar difficulties exist with respect to the ascertainment of the quan- 
tity and value of the " entire cro'p'^ of raw cotton, in each year. Various 
means of estimating the entire crop are adopted. In one mode, the 
first item is the quantity and value of exhortations of raw cotton. The 
quantity is fiirnished quite correctly for this item, by the treasury returns 
of exports ; except that the value is not always accurately given in 
them. The value stated in the treasury returns of exports can, how- 
ever, generally be rectified, if erroneous, by reference to the general 
"prices current" of the same year, to be found in commercial news- 
papers. The price stated for 1851-52 is 8.05 cents ; and it is conceived 
the average is too small according to the commercial accounts of this 
country, and of Great Britain and France. It should be at least 9 cents. 
Nevertheless, in this paper the treasury price is adhered to. The sec- 
ond item is the quantity furnished the manufactories of domestic cotton. 
To ascertain this, even approximately, recourse can generally only be 
had to the unofficial statements of the manufacturers, and to commer- 
cial accounts, w^hich cannot be otherwise than imperfect. The third 
item is the quantity used in what are generally called " household" or 



734 Andrews' report on 

*' home-made" manufactures, before adverted to. The fourth item is 
the quantity destroyed by fire or otherwise, and not received in market, 
or taken in the above accounts. 

Another mode of estimating the " entire crop^^ is by estimating the 
number of acres of land in cultivation for cotton, and the number of 
agricultural laborers emploj^ed in cultivating it; the increase of such 
arable land, and of the labor by emigration to the cotton States, 
from other southern States ; and the general yield of the land com- 
pared with past years ; all derived from intelhgence obtained by cor- 
respondence, or the public prints, and information general^ diffused 
as to the effects of the season wdth reference to a full or a short crop, 
injuries by drought, storms, rains, caterpillar, &c. Of course this last 
mode is a mere estimate. The most reliable data is that furnished by 
commercial and manufacturing dealers ; though it has been observed 
that very often the estimates as to forthcoming crops, by purchasers, 
are too large, whilst, on the other hand, those who sell are prone to 
make them too small. 

The following is an estimate of the entire crop of 1849-50, given 
as an example of the first mode above mentioned of estimating such 
crop, and it is believed to be nearly correct. The year 1849-'50 has 
been selected, because the entire crop of that year is stated in the 
"census returns;" between which and the estimate now given a com- 
parison can be made. 

Entire crop of 1849-'50. 

Exportations of domestic raw cotton. . .635,382,000 lbs. := $71,984, 600 

Used for manufactories in the United 

States 288,558,000 " = 32,607,000 

^^ Household,^' or '•'• home-made^ "^ manufac- 
tures 66,372,000" = 7,500,000 

Destroyed by fire or otherwise, and not 

received in market 3,000,000 " =r 339,000 

Entire crop of the United States in 

1849-'50 993,312,000 " .:. 112,430,600 

Fractions are equalized in this statement, and the values estimated 
according to the treasury average valuation, for all cotton, that year. 

A table, giving an estimate of the entire annual crop from 1790, up 
to and including 1852, is annexed. 

The statement in the census returns of the production of cotton in 
the United States is for the year ending June 1, 1850. The day 
specified was before the crop of the season of 1850 could have been 
ascertained. The statement is, of course, of the crop of the previous 
season of 1849, stated in the treasury returns of " exports,^'' &c., for 
the year ending on the 30th of June, 1850. The treasury accounts 
of the exports of raw cotton for the year ending June 30, 1849, (the 
crop of the season of 1848,) state that 1,026,602,269 pounds were 
exported, being more than the e7itire crop stated in the census returns ; 
and the quantity exported in 1851 (of the crop of the season of 1850) 



COLONIAL AND LAKE TRADE. 735 

was 927,237,089 pounds. The crop of 1849 was a very short crop. 
It was also actually less than the crop of the season of 1839, of '42, 
of '43, of '44, or of '47 ; though its value, owmg to the high prices 
received for it, was more than that of any previous crop. The exports 
of the crop of 1848 were 391,220,665 pounds more than those of the 
crop of 1849; and yet its value was ^5,587,649 less. The exports of 
the crop of the season of 1840 were, as above stated, 927,237,089 
pounds, and they were valued in the treasury accounts at $112,315,317; 
whilst the exports of the crop of 1851 were 1,093,230,639 pounds — 
being 165,993,550 pounds more than the crop of 1850 ; and by the 
treasury account they were valued at ^87,965,732, or $24,349,585 less 
than the exports of 1850. 

Besides the census returns of the cotton crop of the season of 1849, 
given below, a statement from the same returns is given of the area of 
each State producing cotton for sale ; the area of acres of improved 
lands in each ; and the population of each ; which may be useful for 
reference and comparison. 



36 



ANDREWS REPORT ON 






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COLONIAL AND LAKE TRADE. 737 

The cotton crop of the United States now amounts to upwards of 
seven-tenths of all the cotton produced in the world. The quantity 
annually exported from the United States is about eight-tenths of the 
aggregate of all exported by all countries. 

The following estimates, compiled from the best authorities, sustain 
these statements: 

Cotton crop of the ivorld, of 1851. and exports of all countries in 1852. 

United States 1,350,000,000 lbs. .1,093,230,639 lbs. exported. 

Egypt, &c 40,000,000 " 25,000,000 " 

East Indies 200,000,000 " 150,000,000 " 

West Indies 3,100,000 " 3,000,000 *' 

Demerara,Berbice,&c. 700,000 '' 500,000 

Bahia, Macelo, &c... 14,000,000 ^' 11,000,000 

Maranham, &c 12,000,000 " 9,000,000 " 

Pernambuco, Aracati, 

Ceara, &c 30,000,000 " 25,000,000 " 

Brazil, China, and all 

other places 250,000,000" 40,000,000" 

Total 1,899,800,000 1,366,730,639 






The first column of the above states all that is estimated to be con- 
sumed, in the countries named, in "household" manufactures and for 
various domestic uses, as well as that used in their home cotton manu- 
factories, and likewise all exported to other countries. In the second 
column is estimated the exports to contiguous foreign countries for 
manufacture, as well as the exports to Europe, &c. In the East Indies 
such exportations, to contiguous countries, is not less than the amount 
stated. An English writer, in 1824, (Smither's History of Liverpool, 
p. 116,) says, with respect to China, that cotton and cotton manufac- 
tures are "estimated to employ, directly and indirectly, nearly ?zme- 
tenths of the immense population of that country. Avery large propor- 
tion of what is made is used for internal consumption, particularly the 
very finest and most costly fabrics. Nankeens and chintzes form the 
principal articles of their exportations." 

This estimate, it is believed, overrates the number of persons so em- 
ployed. One-tenth of the 350,000,000 there may be so employed, but 
not more. The United States exported, in 1852, upwards of $2,200,000 
of domestic cotton manufactures (coarse white muslins) to China. We 
formerly procured some nankeens from China; but our imports of cot- 
ton goods from thence are now comparatively nothing. The above 
estimate as to the crop in China is doubtless too small, but the produc- 
tion there is decreasing. ' • 

There is not now any serious cause for apprehension by the agricul- 
tural, commercial, or manufacturing interests of the United States, of 
successful competition with the southern States of this confederacy, by 
any other country, in the production of cotton. 

From the day our independence was recognised by Great Britain, 
till within a few years past, her leading statesmen, with but few ex- 
47 



738 ANDREWS' REPORT ON 

ceptions, used every effort and devoted every faculty and power to 
diminish and prevent all necessity for dependence, in any degree, by 
her capitalists, (having large and increasing investments in manurflic- 
tures and commerce,) uyon any of the- products of the United States, The 
younger Pitt — the most enlightened and sagacious, and therefore the 
most hberal statesman Great Britain has had in her councils within a. 
century past, did not approve such pohcy towards us; but he was 
overruled. In Jay's treaty of 1794, as originally agreed to by the 
negotiators, it was attempted, by different provisions, to restrict us in 
the exportation to any part of the world, even in our own vessels, of 
our own raw cotton ! Oar negotiator, it seems, did not appreciate the 
future importance and value of this product to his ov/n country, which 
had then recently embarked in its cultivation. British sagacit}^ how- 
ever, not only foresaw it, but sought to stifle the enterprise in its infancy. 
These provisions were of course expunged from the treat}^ by the United 
States Senate, before that body would " advise and consent" to its "rati- 
fication." If the liberal and wise counsels of Mr. Pitt had been adopted 
and adhered to by Great Britain, she would have advanced in wealth 
and prosperity, and in all the true elements of strength, and power, 
and greatness, in a much greater degree than she has since 1783 ; and 
it would not have been any detriment to her that the consummation of 
the certain destiny of this country would thereby have been accele- 
rated. We should not, as in former times, before the war of 1812, 
have had our commerce injured by open spoliations. That war would 
not have occurred. We should not have had, before and since the war, 
our agricultural and commercial interests fettered and crippled by her 
illiberal restrictions and regulations on the one hand, and by our coun- 
tervailing legislation on the other. Until within a few 3^ears past. 
Great Britain has not relaxed her illiberal and selfish policy ; and the 
cotton interests of the United States have seemed to be especial objects 
of her unceasing hostility.* She has used every exertion, and availed 
herself of every means she possessed, to create competition and rivals 
to the southern States of this confederacy in the cultivation of cotton, 
and to relieve herself from any dependence upon those States for the 
means of employment for her working classes, in the manufacture of 
cotton, and in auxihary avocations. She experimented in its cultivation, 
at great cost, in her West India colonies, with the advantage of slave 
labor, until she abolished the institution of " domestic servitude" in those 
colonies, as to those who had been held as " slaves." She then tried 
" apprentice" labor, with still more unfavorable success. She tried the 
cultivation of cotton in every one of her numerous possessions in the 
different quarters of the globe, where the climate and soil allowed any 
expectation of a favorable result. She encouraged its cultivation n 
different countries, not politically connected with her. Every kind of 
labor has been emplo3^ed in these experiments : free labor ; Irish, Scotch, 
Anglo-Saxon, and African ; colonists, apprentices, coolies, Chinese, 



*A member of the English Parliament — ex-Lord-Chancellor Brougham, who was consid- 
ered somewhat famous — in a speech respecting our cotton manufactories, soon after the war 
which ended in 1815, said : " It is well worth while to incur a loss iipon the first exporta- 
tion, in order, by the glut, to stif.e, in the cradle, those rising manufactures in the United 
States which the war had /orcerf into existence, contrary to the natural course of things." 



COLONIAL AND LAKE TRADE. 739 

convicts, and slaves ; Christians and Pagans, civilized and savage. Of 
her efforts to induce its cultivation elsewhere than in this country, we 
had no right to complain. But of her ilhberal restrictions and v/rongs 
done to us, we had ; and they engendered no little ill feehng to\vards 
her in this country. Her statesnaen, since the war of 1812, have urged 
in justification of her course, that they were to "counteract" the meas- 
ures of the United States, at different times, affecting her commerce 
and manufactures unfavorably. The conduct of the government of the 
United States has, however, from the outset, always been solely defen- 
sive and countervailing. We have not been in any instance the first 
to adopt illiberal and injurious measures. We have been constrained 
in past times to enact and enforce law^s, necessary in proper self- 
defence, against her ilhberality, not only antecedent to the war, but 
since. That different relations were created by measures adopted 
under the administration of that profound and able statesman, Mr. 
Peel, and that they now exist between the two countries, is because 
Great Britain felt that every attempt to embarrass, or fetter, or re- 
strain, or otherwise injure the trade and commerce of this country, 
would certainly recoil upon herself. The futility of warring against the 
natural laws governing trade and commerce, and against advantages 
given by the superior adaptation of climate and soil, and experienced 
and effective (because united) labor for the production of an article like 
cotton, and the folly and presumxption of any nation striving to establish 
for itself an exclusive and selfish monopoly or control of all things, is 
fully demonstrated in the former course of the British people towards 
us. It is, perhaps, best for her that her experiments in making cotton, 
to "root the Yankees out," have so signally failed ; for the cotton crop 
of the United States is the main link connecting the two countries com- 
mercially ; and if it is broken, the entire trade between them will soon 
become comparatively valueless to both.* 

And the efforts to induce to the production of cotton, to compete with 
the United States, have not been confined to Great Britain. France 
attempted it in Algeria, without favorable success. It has been tried by 
the Turkish Sultan, and a superintendent and intelligent and experi- 



* The following has been extracted from an article, very abusive and denunciatory of this 
country, and its institutions and people generally, contained in a recent number of " Black- 
wood's (Edinburgh) Magazine," The parts now italicised betray the feelings and motives of 
the author : 

" In the year 1789, only one million pounds of cotton were grown in the United States ; 
now, the produce amounts to about 1,500,000,000 of pounds ! How great a stimulus this has 
proved to the employment of slave labor, by which it is raised, and to the rapid multiplica- 
tion of the slaves themselves, can easily be imagined. The influence of the potato on the 
social, moral, and industrial character of the Irish people, has long been recognised among us. 
But the history of the cotton-plant shows how powerful a control an obscure plant may exer- 
cise, not only over the social character of a people, but over their general material prosperity, 
their external political power, and their relations with the world at large. The cotton shrub, 
which seventy years ago was grown only in gardens as a curiosity, yields now to the United 
States an amount of exportable produce which, in the year ending with June, 1850, amounted 
to seventy-tvvTo millions of dollars, of which from thirty to forty millions were clear profit to 
the country. With its increased growth has sprung up that mercantile navy, v:hich now loaves 
its stripes and stars over every sea ; and that foreign influence ivhich has placed the infernal peace 
— ice may say the subsistence — of millions in every manufacturing country in Europe, vnthin the 
power of an oligarchy of planters. * * * The new and growing commerce soon gave birth, 
likewise, in the free States themselves, to a large mercantile, manufacturing, and moneyed party, 
whom self-interest has constantly inclined to support the views and policy of the southern 
States." 



740 



REPORT ON 



enced slave laborers procured from the State of South Carolina, but 
the trial did not succeed profitably. It has been tried in different 
places, on the extensive shores of the Euxine, opened to the commerce 
of Christendom by the cannon of the allies at Navarino, in 1827; it has 
been tried in Mexico, in Central America, in the different republics of 
South America, and in the empire of Brazil; it has been tried in differ- 
ent parts of the East Indies, and in Africa; and the fact has been fully 
and conclusively tested and established, that the soils, seasons, climate, 
and labor, of no country can successfully compete with those of that 
vast region of this confederacy which has been appropriately styled the 
*' Cotton Zone," in the raising of this product. It is proper, how- 
ever, to state that many of the most intelhgent cotton planters of that 
region insist that their now generally conceded superiority is not so 
much attributable to any radical difference of the soil or dissimilarity 
of the climate in that region, from those of several other countries in 
like latitudes, as it is to the advantages afforded by the aggregated and 
combined, and cheap, and reliable labor they derive from that patri- 
archal system of domestic servitude existing throughout the " Cotton 
Zone," and to the superior intelligence, and greater experience, and 
skill, and energy, of the American planter; and to the improved and 
constantly improving systems of cultivation pursued by them — the most 
affluent attending personally to his own crop. 

The "Cotton Zone" extends from the Atlantic ocean to the Rio del 
Norte, and includes the States of South Carolina, Georgia, Alabama, 
Mississippi, Louisiana, and those portions of the States of North Caro- 
lina, Tennessee, and Arkansas, that lie below 35^ north latitude ; and 
all of the State of Florida above the 27th parallel of north latitude ; 
and all of the State of Texas between the Gulf of Mexico and the 34th 
parallel of north latitude. The region described is an area of upwards 
of four hundred and fifty thousand square miles; but large portions are 
mountainous, or covered with water, and in each State more than two- 
thirds, from various other causes, it has been estimated, is not adapted 
to the grov/ing of cotton advantageously. 

The annexed table shows the estimated cotton crop of each of the 
States mentioned that produced raw cotton for exportation in 1852; 
the number of agricultural laborers emplo3^ed in the cultivation of 
cotton in each State; the estimated quantity in each State of lands now 
appropriated to the growing of cotton; and the quantity, not in culti- 
vation in cotton, but that which may be advantageously applied to the 
grovv'ing of that product, when a farther supply is needed; the number 
of agricultural laborers necessary to till such lands ; and the probably 
attainable product of such land and labor. 



colo:nial and lake trade. 741 

Estimate of crop in 1852, and of crop Cotton Zone may 'produce. 



States. 



Florida 

Texas 

Arkansas . . . . . 

Louisiana 

Tennessee ., . . 
South Carolina 
Mississippi. . . . 

Georgia 

Alabama 

Total*.... 



o 

o 
o 



M 



80,000 
100,000 
100,000 
200,000 
220,000 
310,000 
650,000 
740,000 
750,000 



3,150,000 



20,000 
25,000 
25,000 



77,500 
162,500 
185,000 
187,500 






160,000 
220,000 
200,000 
400,000 
440,000 
620,000 
,300,000 
,480,000 
,500,000 



6,300,000 



3 fl 



£5^ 



c o 
o o 



-a o 



o .5 &, 



10,000,000 
3,000,000 
3,000,000 
2,000,000 
200,000 
6,000,000 
3,000,000 
6,000,000 



39,200,000 



750,000 
1,250,0001 
375,000i 
375,000' 
250,000 
25,000 
750,000 
375,000 
750,0001 



,000,000 
; 000, 000 
,500,000 
,500,000 
,000,000 
100,000 
,000,000 
,500,000 
,000,000 



4, 900, 000119, 600,000 



* North Carolina, Virginia, and Kentucky, are not included, as they cultivate other pro- 
ducts more than cotton. 

In the above estimate of the number of hands employed in the cul- 
tivation of cotton, it will be noticed that nearly two-thirds of the slave 
population of the States within the "Cotton Zone" are excluded. Some 
are engaged in the cultivation of sugar-cane, rice, tobacco, and other 
products ; others procure lumber, or superintend mills, or are employed 
on steamboats ; some are mechanics, some domestic servants ; and 
with them must be included those of advanced age, or infirm, and the 
women and children. Many of these doubtless contribute to the cotton 
crop, when living on plantations, but more labor is abstracted from 
cotton in various ways, than is given by them to it. A large number 
of slaves living in villages, towns, and cities, perform no agricultural 
labor whatever. It should also be stated, that in portions of some of 
the States, upwards of fifteen per cent, of the agricultural labor in cul- 
tivating cotton is performed by white citizens, who cultivate their small 
crops themselves. This is full proof that "Za^or" is not "degraded" 
there. 

The hands are estimated at an average of four bales for each hand, 
and the land is estimated at eight acres for each hand, or 200 pounds 
for each acre. A reference to the table, {ante, p. 736,) showing the en- 
tire area in acres of each of the States within tire "Cotton Zone," and 
other States, and the area of all the "improved" lands in each of said 
States, and the population of each free State, is necessary for compari- 
son with the above, and that both may be considered understandingly. 

It will be seen that the "Cotton Zone" is, when the necessity occurs, 
capable of sustaining and of employing in the cultivation of cotton, in 
addition to the slaves now there, a much greater number than the en- 
tire slave population of the States of Mar3dand, Virginia, Missouri, 
Kentucky, and North Carolina, or the probable increase for a long 
time. 



742 



ANDREWS REPORT ON 



The present free colored population and slave population of those 
States, and of those in the "Cotton Zone," is estimated as follows: 



States. 


Free colored. 


Slaves. 


Maryland 


74,077 

53,829 

2,544 

9,736 

27,196 


90,368 

472,528 
87 422 






Kentucky 


210'981 
288 412 


North Carolina ••••••••••• ••••• •••• .»•• •>.. ... •• 






Total , 


167,. 382 

925 

331 

589 

17,537 

6,271 

8,900 

899 

2,880 

2,272 


1 149 711 


Florida 


39,309 
58 161 


Texas 


Arkansas » 


46,982 
244,786 


Louisiana 


Tennessee 


239,461 




384,984 
309,898 
381,681 


Mississippi 




Alabama 


342,892 






Total afforeff ate 


207,986 


3,197,865 







These five first-named States are the sources from which the "Cot- 
ton Zone" derives additional colored agricultural labor by emigration. 
If the demand for " raw cotton," or, after its manufacture, for exportation, 
should increase, as some intelhgent persons anticipate will ere long be 
the case, upon the extension of our commerce to the Pacific, to China, 
the East Indies, and the Asiatic seas generally, and to our southern 
sister American republics, the lighter labor required of those engaged in 
cultivating cotton, and its constant concomitant "Indian corn," in com- 
parison with that necessary in the growing of tobacco, hemp, rice, and 
other crops — the decreased cost of the support of the labor emplo3^ed in 
cultivating cotton in the "Cotton Zone," and particularly in the southern 
portions — the health fulness of such occupation — the cheapness of the 
lands — the equal, if not greater, certainty of the crop — the certain mar- 
ket it always finds, and the greater profit derived from its cultivation — are 
causes combining to induce large emigration from the five States above 
mentioned, within the next few years, to the southern portions of the 
"Cotton Zone." Though the cotton crop will thereby necessarily be 
greatly augmented, it will not recede ; for the labor once removed, 
and the lands settled, it will remain upon them, and the crops will in- 
crease so long as the demand justifies such increase. In process of 
time the annual product of cotton in the United States can be aug- 
mented to six times its present yield, and it will not be more astonish- 
ing than its augmentation since 1790. And on this point it should be 
observed, that when the cultivation becomes more extended, and to all 
sections of the " Cotton Zone," covering more than eight degrees of 
latitude, and more than eighteen degrees of longitude, the probability is 
lessened of any untoward season, or other casualty, affecting the ag- 
gregate crop injuriously, and consequently the average suppl}^ and the 
prices, 



will become more regular and uniform. 



COLONIAL AND LAKE TRADE. 



743 



The following table of all the exportations from the United States 
since 1789, up to and including 1852, will be found useful in estimating 
the value of the cotton crop. 

Exportations (specie, ^c, included ) from the United States since 1790. 



Years. 


Total. 


Domestic. 


Foreign. 


J 
1790 '91 and '92 


$59,970,295 
107,125,277 
185,441,400 
243,753,227 
205,982,267 
305,446,134 

22,430,960 
180,278,036 

73,310,674 
222,149,764 
233,115,323 
211,833,799 
253,117,367 
226,948,184 
242,337,034 
316,170,983 
354,569,032 
374,966,165 
300,238,060 
386,783,744 
451,685,671 
218,388,011 
209,641,625 


$57,166,000 
90,000,000 
99,141,400 
112,456,629 
120,381,627 
132,340,321 
9,433,546 
119,066,420 
61,822,533 
179,069,799 
176,514,915 
140,701,487 
170,649,955 
165,291,553 
183,876,556 
252,530,942 
298,514,915 
323,812,247 
270,478,958 
352,079,133 
402,513,683 
196,689,718 
197,604,582 


12,804,295 
17,125,277 
86,300,000 

131,296,598 
85,600,640 

173,105,813 


1793 '94, and '95 


1796 '97, and '98 


1799 1800. and '1 


1809 '3 and '4 


1805, '6, and '7 


1808, (embargo) 


12,997,414 


1809 '10, and '11 


61,211,616 
11 488 141 


1812 '13. and '14 Cwar") 


1815 '16 and '17 


43 079 975 


1818 '19 and '20 


56,600,408 
71,132,312 

82,467,412 


1821, '22, and '23 


1824, '25, and '26 


1827, '28, and '29 


61,656,631 

58 460 478 


1830 '31, and '32 


1833 '34, and '35 


63,640,041 
56,054,117 


1836, '37, and '38 


1839, '40, and '41 


51,153,918 
29,759,102 


1842, '43, and '44 


1845, '46, and '47 


34,704,611 


1848, '49, and '50 


49,172,988 
21,698,293 
12,037,043 


1851 

1852 





From the foregoing tables, and others contained in this paper, or an- 
nexed hereto, it appears that cotton and domestic manufactures now 
constitute more than one-half of the exports of the United States of 
agricultural products and domestic manufactures thereof They con- 
stitute more than tw^o-fifths of the total exportations of all kinds, in- 
cluding " products of the sea," "products of the forest," as well as the 
"products of agriculture " and " manufactures," "bullion and specie," 
&c. The statements from the treasur}?" books show, with reference to 
^''exportation,^'' how far behind cotton every other agricultural product 
is, as to its increase, beyond the necessary consumption of the United 
States, since cotton has been cultivated for the foreign market. Gen- 
erally a country does not export any but its surplus productions. Vast 
as the increase of some of our other agricultural products besides cot- 
ton has been, such increase has, in but few seasons, exceeded the in- 
creased wants of our population, constantly and rapidly augmenting 
by emigration. 



744 



ANDREWS REPORT ON 



It is important, in connexion with the tables hereinbefore given, to 
notice the importations and exportations of bulUon and specie. The 



following is a statem^ent thereof since 1821 : 



Bullion and coin imported and exported since 1821. 



Years. 


Value of im- 
ports. 


Difference. 


Value of ex- 
ports. 


Difference. 


1821, 1822, and 1823 


$16,532,632 
21,411,565 
23,044,483 
21,369,413 
38,113,447 
41,664,411 
19,466,622 
32,237,780 
31,969,263 
17,640,256 
5,453,981 
5,503,544 




$27,661,226 
20,516,140 
21,182,376 
16,850,044 
11,166,234 
13,808,631 
27,228,089 
11,788,544 
14,419,502 
28,769,262 
29,465,752 
42,674,135 


$11,128,594 


1824, 1825, and 1826 


$895,426 

1,862,107 

4,519,369 

26,947,213 

27,855,780 


1827, 1828, and 1829.. 




1830, 1831, and 1832 




1833, 1834, and 1835 




1836, 1837, and 1838 




1839, 1840, and 1841 


7,761,467 


1842, 1843, and 1844 


20,449,236 
17,549,761 


1845, 1846, and 1847 




1848, 1849, and 1850 


11 129.006 


1851 


24,011,771 
37 170 .591 


1852 










Affffreffate. 


274,407,398 


100,078,892 


265,529,935 


91 201 429 







It is not within the proper range of this paper to comment upon any 
of the different opinions entertained with respect to the causes and 
effects of the fluctuations exhibited in the above statement, and in the 
detailed table annexed hereto of these imports and exports. Some po- 
litical economists contend that what is called the " balance of trade" 
being in favor of or against the United States, as shown by the importa- 
tion or exportation of bullion and specie, is the best evidence of the 
prosperous or unprosperous condition of our trade and commerce. On 
the other hand, others insist that such importation or exportation is no 
true test on either side ; and that w^hen any country has a surplus of 
bullion and specie, it is best to export a portion of the redundant sup- 
ply ; and that then those articles, besides fulfilling their proper func- 
tions of being the media and regulators and equalizers of trade and 
commerce, become themselves legitimate subjects of trade and com- 
merce like other products ; and that this rule especially applies to a 
country producing the precious metals. 

The sole object, however, of the reference now made to the importa- 
tion and exportation of bulhon and specie is to notice the fact, equally 
forcible as respects both of these theories, that but for exportations of 
raw cotton, according to the treasury statistics, more than forty-eight 
millions of bullion and specie would have been required annually, since 
1821, to have been exported (in addition to all that was exported) to 
meet the balances of trade against us that would have existed but for 
those exportations of raw cotton. It is true the treasury accounts of 
exports are not safe criteria as to values, they being in the United States, 
as in other countries, generally undervalued ; but without the exporta- 
tions of cotton from the United States, the balance-sheet would be a 
sorry exhibit of our condition as a commercial people, and of general 
prosperity. Our other exports, and especially of other agricultural 



COLONIAL AND LAKE TRADE. 



745 



products, are, when separately estimated, really insignificant in com- 
parison with cotton. A table of the exportations of the principal do- 
mestic exports, since 1821, is appended. The following statement shows 
the principal domestic exports in the years 1821, '22, and '23, and in 
the years 1850, '51, and '52 : 



Articles. 



1821, 1822, and 1823. 



1850, 1851, and 1852. 



Total exports of domestic produce. 

Cotton 

Tobacco 

Rice 

Flour 

Pork, hogs, lard, &c 

Beef, hides, tallow, &c 

Butter and cheese 

Skins and furs 

Fish 

Lumber, &c , 

Manufactures of all kinds 



$140,701,381 

64,638,062 

18,154,472 

4,878,774 

14,363,696 

4,003,337 

2,282,318 

604,106 

1,940,424 

2,894,229 

4,156,078 

9,013,259 



$526,005,614 

272,265,665 

29,201,556 

7,273,513 

29,492,044 

15,683,772 

4,795,645 

3,119,506 

2,628,732 

1,391,475 

15,054,113 

51,376,348 



Among other articles not specified in this statement there was ex- 
ported in 1852 over $1,200,000 of oils, $1,200,000 of naval stores, 
$500,000 of pot and pearl ash, $2,500,000 of wheat, $2,100,000 of 
Indian corn and meal, and $1,100,000 of " raw produce/' kind not 
stated in returns. 

The relative importance and value of the cotton crop of the United 
States to the other leading agricultural products of this country, and 
other principal articles of our domestic and foreign commerce, is more 
striking when the circumstances attendant upon the progress of each 
crop, and the others respectively, are considered. The augmentation 
of our population — the vast extension of our territory — the great in- 
crease of the area of our lands in tillage — the immense additions to our 
agricultural labor in our native population and in foreign emigrants — 
have given us consequent vastly increased resources and ability ibr 
greater production. As before shown, however, the greater portions 
of most of the agricultural products of the United States, and of the 
manufactures of them, except cotton, consumed in the United States. 
The fact that the exportations from the United States of many of its 
most important products havenotincreasedinproportion to our increase 
of population, resources, and ability, and that the article of raw cotton 
is a signal exception, surely is some evidence of its value and of the 
real position and actual increase of the wealth and prosperity of the 
cotton region. When it is recollected that very httle of the addhional 
labor given hj foreign emigration inures to the cultivation of cotton, (and 
it is estimated that not more than one in 600 of the agricultural emigrants 
go to the cotton region ;) and when the extent of internal improvements in 
the States where cotton is not grown, to transport their produce to market, 
is considered, it v/ill be seen that this advancement of the cotton region 
is solely the result of steady industry, regulated by the intelligence to 
make it advantageous. The increased labor of that region has been 
almost exclusively derived from those contiguous States that do not 
cultivate cotton. The disparity between the increase of cotton and 



746 Andrews' report on 

that of other agricultural products appears much greater when these 
facts are considered ; and the doctrine that labor advantageously ap- 
plied, and not population merely, is the true foundation of a country's 
wealth and prosperity, is fully verified. 

The treasury accounts before referred to show that the aggregate 
increase of our foreign importations of merchandise has not equalled our 
increased exportations of raw cotton, and that it, as before stated, has 
most of all other articles enabled us to keep down the balance against us 
created by such importations. And it should be noticed, also, that the 
increase of importations is mainly for the use and consumption of those 
portions of the country that do not produce cotton. The consumption 
of imported merchandise and products in the cotton region may be 
greater than the proportion of its white population to that of other sec- 
tions, but in the aggregate it is much less, and it is also much less than 
the proportion of its whole population to that of the other States. 

Adding the increase of the exportations of our domestic manufactures 
of cotton to the exportations of raw cotton, the comparison between 
it and other agricultural products is still more favorable to it. Prior to 
1826, such exportations, if any were made, were not specified in the 
treasury returns, and all our importations of cotton goods specified in 
those returns are exclusively those of foreign manufacture that had 
been imported hither. And the nearly total decrease of the importation 
of foreign raw cotton, and the manufactures thereof, and the substitu- 
tion therefor of our own product, and manufactures thereof, should also 
be estimated. 

Nor is the supply furnished from the cotton crop for the numerous 
*' household" or "home-made" manufactures used in the United States 
an unimportant item constituting its value. The aggregate of the value 
of all these manufactures was, in 1849, upwards of $27,540,000, and 
it is estimated, as before stated, that the cotton consumed in them is 
worth annually upw^ards of $7,500,000. But for our own crop, this 
would have to be imported. 

Though it is not intended to express any opinion in this paper upon 
the policy of a protective tariff, it is proper to say that the increase of 
our domestic cotton manufacturing establishments, within a few years 
past, has well nigh been as astonishing as the increase of the cotton 
crop, especially when the advantages of cheap labor and low interest 
for capital borrowed, and other advantages possessed by British and 
European manufacturers, are considered. Against such advantages, 
our manufacturing establishments already use about one-third of the 
entire crop of rav/ cotton of the United States. Prior to the war of 
1812, they were of little consequence. They first became of import- 
ance during that war. They now supply more than three-fourths of the 
cotton manufactures consumed in the United States. Such supply for home 
consumi^tion of our domestic cotton manufactures exceeded fifty-seven 
millions of dollars in 1849-50. We exported in same year upwards 
of four millions seven hundred thousand dollars of our domestic cotton 
manufactures to foreign countries ; and these exports in 1852 amounted 
to upwards of seven million six hundred thousand dollars. Our im- 
portations of foreign cotton manufactures in 1852 were $19,689,496, 
and of this we exported $991,784, consuming the balance of S18,697,712. 



COLONIAL AND LAKE TRADE. 747 

It will be noticed that our exportations of domestic cotton manufactures 
are over two-fifths of the value of foreign cotton manufactures con- 
sumed in the United States. Deducted from the same consumption, it 
leaves only $11,025,561 as a balance of the foreign manufactures so 
consumed. 

We now pay annually out of the avails of the cotton crop in Great 
Britain and Europe about $10,000,000 to those countries for manufac- 
turing for us that portion of our raw cotton which is first exported 
thither, and the manufactures thereof then imported into the United 
States ; but they are at the same time the purchasers of ttw-thirds of our 
e7itire crop, and most of the articles they send us could not be manufac- 
tured here at the same cost to the consumer ; and the cotton producers 
insist that the foreign market is the most valuable to them, and that they 
have the right to sell their crops where and to whom they choose, and 
to employ and pay whomsoever it pleases them to manufacture it. Our 
domestic cotton manufacturers are, however, destined to increase still 
more. Everything indicates that an immense commerce will ere long 
arise in the Pacific ocean, and through it to China, the East Indies, and 
the Asiatic seas generally. The commercial nations of the world are 
now about to embark in a struggle for the control of that commerce 
which may perhaps continue through the present decade. But the su- 
periority of position, the greater diversity of the productions of the 
United States, and the enterprise of our merchants and navigators, 
will insure the supremacy to us. The domestic cotton manufacturers 
of the United States may, it is believed, rely upon immensely increased 
markets for the goods they now manufacture being afforded by the 
commerce thus opened. The amount necessary to supply these new mar- 
kets, it has been anticipated by some, wdll require, in a few years, 
cotton equal in quantity to the present " entire crop" of " upland" 
cotton of the United States. The superior facilities for such commerce 
which our merchants will possess with respect as well to the outward 
as to the return trade, w^ill enable them, to sell our domestic cotton 
manufactures in those markets more advantageously than any other 
country can sell the same kind of goods. The official statistical tables 
show that the domestic cotton manufactures of the United States have 
not only increased in proportion beyond the increase of our aggregate 
population, and in a proportion beyond any other prominent article of 
manufactures, but, in fact, such increase of the cotton manufactures of 
the United States since 1826, with reference to exportations, exceeds in 
value the aggregate of the increase of all our other domestic manufac- 
tures added together ! 

A gentleman holding a high position in the legislative department 
of the federal government, and Avhose intelhgence on this subject is 
not surpassed by any, estimates that in 1852 the capital invested, in 
cotton manufactories in the United States is at least $80,000,000 ; that 
the value of the annual products of such manufactories is at least 
$70,000,000; that as many as 100,000 male and female laborers are 
employed in such manufactories ; and that auite 700,000 bales, or 
315,000,000 pounds of cotton, worth at least $35,000,000, will be spun 
and sold as thread and 3^arn, or wove into muslin and other manufac- 
tures, in this year — 1852. 



748 



REPORT ON 



With reference to our foreign commerce especially, the increased 
consumption in the United States of foreign and domestic cotton manu- 
factures, in lieu of articles that must have swelled our importations still 
more than has been the case, is an important consideration. But for 
our cotton, until our domestic products of wool, of silk, and of flax, had 
become sufficient for our necessities, we should have been compelled to 
rely on foreign countries. Cotton and its manufactures have decreased 
the demand for the other articles. In this respect the increased con- 
sumption of cotton and its manufactures in the United States and in 
foreign countries should be regarded by those w4io deprecate an excess 
of importations over exportations as injurious to a country, as having 
been greatly beneficial to our foreign commerce, inasmuch as it has 
lessened the importations by us of the other articles mentioned. 

If the exportations of raw cotton from the United States should, 
contrary to general anticipation, decrease fromx any cause, unless its 
place, as an article of exportation, could be fully supplied by an equiv- 
alent amount of domestic manufactures of cotton exported, its cultiva- 
tion and product must, of necessity, also decrease in a corresponding 
degree ; and the 787,500 of able agricultural laborers, and the 6,300,000 
acres of arable land now devoted to its production, would be diverted, 
by the same necessity, to the production of other articles, (wheat, rye, 
corn, barley, oats, and the like,) and the raising of stock for provisions, 
(beef, pork, lard, butter, &c.) The result, it can be foreseen, would be 
the cheapening of those articles, and rendering their production in the 
present grain growing and stock raising States less profitable than at 
present, and the agriculturists and stock raisers in these States would 
also then lose their markets in the cotton growing States, besides having 
to encounter competition from them in other markets ; and besides, 
some of the surplus labor of the cotton growing States would then be 
emplo^^ed in manufactures and mechanical pursuits, now^ chiefly en- 
grossed by other States, from w^hich the supphes are now received by 
the cotton growers. 

The causes of the fluctuations in the prices of cotton have been 
subjects of investigation and discussion among the political econo- 
mists of the United States, and others interested, but hitherto their in- 
v^estigations and discussions have not resulted in much practical good. 
Conventions of cotton producers have been held in the Southern States, 
and different theories advanced as to these causes, and different reme- 
dies suggested. Disagreements as to the causes of these fluctuations 
have produced differences of opinion as to the remedies and preven- 
tives ; and consequently, heretofore, no measures of a practical character 
have been adopted. In some instances the causes are widely different 
from those producing similar effects as to other products. Doubtless 
the extent of the crop has, ordinarily, no inconsiderable influence on the 
price ; and yet, whilst the crop of 1850, the exportations alone of which 
were 927,237,089 pounds, which at 12.11 cents, brought $112,315,317, 
the short crop of 1848, the exportations of which were but 635,383,604 
pounds, brought 11.31 cents, or $71,984,616 ; and the crop of 1848, 
the exportations of which were 1,026,642,269 pounds, brought 6.5 
cents, or $66,396,967; and repeated instances will be found in the 
annexed tables, where large crops have brought large prices, and short 



COLONIAL AND LAKE TRADE. 749 

crops short prices. The extent of the crop cannot, therefore, in all 
cases be regarded as governing the prices. The prices of freights have 
some influence. Much more depends upon the condition of the foreign 
and domestic cotton manufactories — the general depression or pros- 
perity of trade, commerce and navigation, and the state of the money 
market. The manufacturers at home and abroad have to resort to 
extensive credits to carr}^ on their works, even to purchase the raw 
cotton; and the scarcity of money is certain to cause a corresponding 
depression in the price of cotton. But the primary and chief cause of 
these fluctuations is to be found in the fact, that very often, so soon as 
raw cotton leaves the possession of the planter, whether it is purchased 
from him or not, it becomes the stake for the most hazardous gambhng 
among those who should be styled commercial speculators and gam- 
blers, rather than merchants. When it is seen that a rise of cotton of 
one cent per pound creates a difference in the value of that exported 
from the United States alone, of ten millions of dollars (and of course a 
rise of a mill, one million, and of a tenth of a mill, one hundred thousand 
dollars ;) and when it is recollected that raw cotton is regarded as a 
cash article, and used in lieu of exchange for remittances abroad, it can 
readily be imagined that temptations and inducements exist to the 
most hazardous speculations in that article, by those Vv^ho imagine they 
foresee an advance in its price, and who, so soon as they purchase, 
exert themselves to effect the results they desire. The establishment of 
" Flajiters' Union Depots^'' at the chief shipping ports in the South, for 
the storing of cotton lor sale, and also similar depots at or near the chief 
Atlantic cities, has been proposed as a remedy for, and prevention of, 
the evils complained of And the establishment of similar depots at 
different points in Continental Europe has also (since recent occurrences 
in Great Britain, indicating a revival of the ancient hostility to the cotton 
interest of the United States) been, suggested. Doubtless, the estab- 
lishment of such " Conti7icnt(il Depots^'' would open new, as well as 
extend the existing markets for our raw cotton, among the continental 
manufacturers ; and it would greatly encourage and promote the latter, 
and cause them to become formidable competitors and rivals to the man- 
ufacturers of Great Britain, and it is not unlikely some practical meas- 
ures of the kind will be adopted. Direct trade between southern ports 
and Europe, so far as it respects the cotton exported thither, has been 
looked to as likely to relieve the planting interest from the effects of the 
fluctuations as to prices, and at the same time to relieve it from the ex- 
orbitant and onerous charges it is at present subject to, by shipments to 
Eastern Atlantic ports before shipment to Europe; but it is strongly 
doubted whether the result of" such change, without further preventives, 
would not be merely another illustration of the old fable of the fox and 
the flies. The planter will always be subject to similar exactions to 
those now made ; and the}^ will be increased, till he restrains himself 
from parting with the plenary and personal control of his crop, in any 
w^ay, except by absolute sale. He will not be relieved whilst the pay- 
ment of advances on his crops, or other mercantile debts incurred on 
their credit, constrain him, year after year, as to the disposition of them 
To be relieved, he must becomes less dependent on the store-keeper, and 
more self-dependent; and then he can constrain the purchaser to come 



750 



REPORT ON 



to his plantation to purchase his crop, and if he is not paid a fair price, 
refuse to part with it, and keep it in store until he can get such price. 
When planters generally adopt and adhere to such systeruj it will be 
of little consequence to them what charges their crops are subjected to 
after they leave their hands, and they will be unaffected by the fluctua- 
tions occasioned b}^ speculations and gambling. The foreign and do- 
mestic manufacturers will also find that it is their interest to get rid of 
the intermediate commercial agencies, and expenses, between them and 
the planter, and will unite in the adoption of such system. 

Appended hereto are tables of the exports of raw cotton in 1852, 
exports of domestic cotton mxanufactures, same year ; exports of foreign 
cotton manufactures, same j^ear ; and imports of cotton manufactures, 
same year. Particular attention should be given to them. On such 
reference, the fact cannot escape observation, that the government of 
the United States, by liberal and judicious (and judicious because lib- 
eral) arrangements with the different governments of this and the 
southern continent of America, by enabling these countries to pay for 
our domestic cotton manufactures in their products, which we do not 
raise, may open extensive and profitable markets for us, thereby pro- 
moting the prosperity as well of the manufacturer as of tlie producer 
of cotton. And once open and establish such market, the demand 
would in a few years, it is anticipated, be equal to the whole of our 
present exportations. The field of commerce before us, and for us, in 
these countries, and in the Pacific and East Indies, is unbounded. 

These facts fully demonstrate not only the futihty of all the expedi- 
ents that may be adopted by foreign governments to supplant the cot- 
ton crop of this country, but also the inefficiency and folly of any 
measures of restraint or coercion that may be contrived by them to 
" counteract" whatever policy the United States may decide to adopt, 
at any time, to sustain and maintain the great interests involved in the 
cotton crop. If it should become necessary, the cotton-growers of 
this confederacy can, of themselves, withhold from any foreign coun- 
try every pound of cotton ; and the labor now employed in its cultiva- 
tion could be, in one season, restricted to growing merely enough for our 
own consumption. It is an error to suppose that such measure would 
be ruinous, or even permanently injurious to them. Such labor could 
be employed in the cultivation of other products— in the rearing of 
stock, and articles of subsistence, and in the improvement of the lands ; 
with little detriment that would not be temporary, and with less 
loss and inconvenience to them, than a similar revolution in industrial 
pursuits and productions would cause in any other country. That the 
cotton-producers of the United States may rightfully exercise the power, 
which, by union and concert of action, they unquestionably possess, 
of decreasing or increasing the aggregate annual supply, and regu- 
lating its price, so as to secure the receipt of its just value, cannot be 
denied. Owing to the multiplied charges and expenses to which his 
cotton is subjected before he receives its proceeds, the planter is gene- 
rally th.e person who makes the least profit from it. What are be- 
lieved to be the most practical preventives have been before alluded to. 
Means and ways of avoiding imposition will suggest themselves to 
the intelligent planter, and his example will be followed by his neigh- 



COLONIAL AND LAKE TRADE. 751 

bors. Ere long our manufactories will furnish us with all of the cotton 
goods we need, at our own doors, and of our own manufacture, from 
the product we have raised. But whatever we may determine to do, 
no governmental policy of any foreign country, hostile to our interests- 
no combination of such governments — can release or lessen the absolute 
dependence upon the "Cotton Zone" of the United States, v/hich all 
who maufacture or use this product are, and must continue to be sub- 
ject to, till Providence decrees the change by means now unfbrseen 
and unanticipated. 

Before 1791, foreign raw cotton was admitted in the United States 
duty free ; but, after the first of January of that year, it paid a duty of 
three cents per pound, till the double duties were imposed by the act of 
July, 1812. During the war, and till April, 1816, it paid six cents, 
and since that day it has paid three cents, till, by the act of 1846, it 
was made free. Alexander Hamilton, in 1791, recommended the " re- 
peal" of the duty as "indispensable" for the security of the "national 
manufacturers" of cotton. 

Within two-thirds of a century, this product has become one of the 
most important of the agricultural products of the world, and an article 
of necessity for which no adequate substitute can readily be had. It is 
now by far the most valuable article of commerce existing between dif- 
ferent nations. The foreign commerce of no one nation, in wheat, or 
wheat-flour, or other cereal products for the subsistence of man — or in 
beef, pork, or other provisions, even if estimated together — has ever 
been, or is now, as great in value as that of the United States in 
the article of raw cotton produced in the United States, and in manu- 
factures therefrom. The articles of tea, tobacco, ardent spirits, wines, 
silks, and coffee, have ranked high on commercial lists ; but none of 
them have equalled, in any one country, the present rank of American 
cotton and its manufactures : and the articles just specified are, too, all 
luxuries, not absolutely indispensable for subsistence or taiment, and 
for all of them substitutes may be found. In fact, if the importation or 
use of every one of these articles were destroyed or decreased by legis- 
lative enactments, or the equally arbitrary decres of fashion or cus- 
tom, or by other means, the next generation, would not feel the depri- 
vation. The abandonment of other articles formerly used instead of 
manufactures of cotton, and the general use of the latter, and especially 
of the ordinary kinds, throughout the world, (induced by their cheap- 
ness and superiority,) renders them indispensable to the comfort of man 
till something is discovered to supply their place. For half a century, 
nearly every people — of every degree of civilization, of every class of 
society, and in every variety of climate — has adopted the use of cotton 
manufactures. Such is the character of the product, and so diversified 
are the articles that can be manufactured from it, that they have taken 
the place of many other articles widely different from each other ; and 
they are applied to various and dissimilar uses, in climates of different 
temperature, and among different races and nations, whose habits and 
customs are as unlike as their respective countries. The manufactures 
of this product in the world, now equal the manufactures of animal 
wool, of flax, and of silk, all combined. 

The statements now made are of incontrovertible facts, verified by 



752 ANDREWS' REPORT ON 

the official statistics, not only of the government of the United States, 
but of foreign governments, and by the commercial accounts of this 
country and of other countries. They establish, it is believed, the cor- 
rectness of all the opinions advanced in this paper as to the paramount 
importance of the cotton crop of the United States, not merely to our 
own country, but to the world, over every other agricultural product 
that has been, now is, or is likely to become, an article of commerce 
between nations. They certainly prove that it is the chief element and 
basis of the com-mercial prosperity of this confederacy, and as well with 
respect to the trade between the States as to the commerce of all with 
foreign nations. 

The statistics adduced show the following facts : 

The cultivation of cotton and its preparation for market in the United 
States, at this time, employs upwards of 800,000 agricultural laborers. 
As has been stated, 85 per centum of this number are slaves ; and the 
residue (120,000) are white citizens, who are found in every part of the 
Cotton Zone, raising cotton by their own labor, on their own lands — a 
practical refutation of the slander that '•^ labor is degraded^'' in that re- 
gion. These citizens and their families are sustained in part by the 
cotton crop. And for every two able-bodied cotton-field hands, it is 
estimated that at least three of inferior physical capacity for labor are 
employed in raising subsistence or in domestic avocations on the plan- 
tation, or reside in the cities, &c. All these are supported from the 
avails of the cotton crop. 

At least $25,000,000 in value of bieadstufFs, provisions, salt, sugar, 
molasses, tea, coffee, shoes, blankets, articles of clothing, and other 
articles of necessity or comfort, is annually required for such laborers 
and others engaged in such production or preparation, or who possess 
the capital (lands, slaves, &c.) employed therein ; and of live stock, 
agricultural implements, machines, bagging, rope, &c., chiefly furnished 
by the other* States of the confederacy from their own products and 
manufactures, or, through them, from foreign countries who purchase 
our cotton. 

Cotton employs upwards of 120,000 tons of steam tonnage, and at 
least 7,000 persons engaged in steam navigation in its transportation 
to southern shipping ports. In some sections it pays freights to rail- 
roads for such transportation. Its first tribute to the underwriter is for 
insurance against casualties in its transportation from the interior. 

Cotton affords employment and profit to the southern commission mer- 
chant or factor, and to the many and various laborers engaged in cart- 
ing, storing it, &c., in the southern port ; and a second tribute is paid to 
the underwriter for insurance against fire w^hilst in store. The " com- 
pressing" and relading it for shipment coastwise to eastern Atlantic 
cities, or to foreign ports, and insurance against the dangers of tlie seas, 
give additional emplo3^ment, and cause additional charges. 

The transportation of that portion of the crop sent along the gulf 
coast to the principal gulf ports, or coastwise to eastern Atlantic cities, 
employs upwards of 1,1 00,000 tons o^ American shipping in the gulf 
and Atlantic coasting trade, and upwards of 55,000 American seamen 
engaged in such trade. As no foreign vessel can participate in the 
trade, the freights are highly profitable. They ordinarily average from 



COLONIAL AND LAKE TRADE. 753 

the gulf ports to New York not less than five-eighths of a cent per 
pound freight. 

In the eastern Atlantic cities, the wharfinger, those who unlade the 
vessel, the drayman, the storekeeper, the commission merchant, the cot- 
ton-broker, the weigher, the packers who compress the bales by steam 
power or otherwise, the laborers, and those who charge for "mendage," 
"cordage," &c., &c., the fire insurer, and the shipper, the stevedore, 
and numerous other persons in those ports, find profitable avocations 
arising from cotton, whether destined for a home or for a foreign 
market. 

If destined for a home market, it pays the expenses of relading for 
shipment coastwise, or of inland transportation, by railroad or other- 
wise, till it reaches the manufactory. It gives employment at this time 
to upwards of $80,000,000 of capital invested in such manufactories. 
It affords means of subsistence to about one hundred thousand opera- 
tive manufacturing laborers, male and female, whose aggregate annual 
wages exceed seventeen millions of dollars. The manufactories consume 
coal, use dyestuffs, employ machinists and other mechanics, and en- 
courage, because they aid to sustain the carpenter, the mason, the 
shoemaker, the tailor, and, indeed, all others in their vicinity for whom 
they create employment. Calculating interest on the capital invested, 
and all other expenses, estimated at $62,000,000 annually, (including 
raw cotton worth $35,000,000,) they furnish manufactures valued at 
$70,000,000. And there are, it is beheved, at least 25,000 persons in 
the United States who find profitable avocations in the receiving and 
sale or shipment of these domestic cotton manufactures, whether con- 
sumed at home or abroad. 

More than 800,000 tons of the navigation of the United States en- 
gaged in the foreign trade are employed in carrying American cotton 
to Europe and elsewhere, and upwards of 40,000 American seamen 
are given employment in such vessels. 

It is estimated that the foreign tonnage and seamen employed in car- 
rying American cotton to Europe and elsewhere to foreign countries 
amount to about one-sixth of that of the United States so employed. 
An amount of cotton not equal to the average annual crops of Alabama, 
Georgia, Mississippi, and South Carolina, united, is annually furnished 
by us, and provides means of employment in Europe for upwards of 
$300,000,000 of capital, invested in cotton manufactories, and to more 
than 3,000,000 persons of the " working classes " and others, who 
receive, store, sell, transport, or manufacture the raw product, and to 
many others, engaged in the sale or shipment of the manufactures. 

And not the least valuable of all the uses of this product to the peo- 
ple of the United States is, that it affords to the household of the hum- 
blest citizen, of every occupation — to the husbandman, the mechanic, 
and the laborer, whether distant from the marts of commerce or with- 
out the pecuniary ability to resort to them — and to the planters and 
their dependents, the masters and the servants, the means of supplying 
themselves, by their own handiwork in its manufacture, w^ith numerous, 
and various, and inappreciable comforts, which, without it, they would 
have difficulty in obtaining. In yielding them such comforts, it stimu- 
lates them to industry and frugality ; it gives them contentment ; and 
48 



754 ANDREWS' REPORT ON 

it fosters and cherishes that elevated spirit of independence, and that 
equally ennobling feeling of self-dependence, under favor of Providence, 
which ought to be universal constituents of American character. Not 
less than $7,500,000 in value of the products of the cotton-fields of the 
South is annually appropriated to such uses. 

Every interest throughout the land — at the north and the south, in 
the east and west, in the interior, and on the Pacific as well as the At- 
lantic coast — receives from it active and material aid. It promotes 
essentially the agricultural interests in those States where cotton is not 
produced. It is the main source of the prosperity of the mechanic, 
the artisan, and other laboring classes, as well as that of the merchant 
and manufacturer, in every section of the Union. Everywhere it has 
laid, broad, and deep, and permanent, the foundations of the wealth 
and strength of the United States, and of their independence of foreign 
nations. More than anything else has this product made other nations, 
even the most powerful, dependent on the " United States of Amer- 
ica." More than any other article, nay, more than all of other agri- 
cultural products united, has cotton advanced the navigating and com- 
mercial interests of the eastern Atlantic States, and of the whole Union. 
It, more than an}^ other agricultural product, has cherished and sus- 
tained those interests, not merely by its direct contributions, but by 
awakening commerce in other countries, from which they have received 
profitable employment. Neither the whale-fisheries nor the mackerel 
and cod-fisheries have been of the same importance and value to those 
interests as the annual cotton crop of the United States (since the war 
of 1812) has been for its transportation coastwise, and exportation to 
foreign countries. Like the light and heat of the sun, the genial effects 
of this inestimable blessing, which Providence hath bestowed upon 
this favored people, reach every portion of the land. They extend to 
every city, and town, and village, and hamlet, and farm-house — to the 
ship, to the steamboat, to the canal-barge, and to the railroad. 
Throughout the length and breadth of this vast empire, there is not a 
tenement in which manufactures of this product are not found. In the 
sacred temples, in the halls of justice and of legislation, in the count- 
ing-house, in the workshop, in the stately mansions of the rich and 
lowly dwellings of the poor, wheresoever man resorts, may they be 
seen. Cotton is found in the silken tapestries and decorations of the 
fashionable parlor, and it contributes more to various articles in less 
costly furnished apartments. It is used in the luxurious couch of the 
affluent, and in the pallet of the indigent. Every trade, calling, occu- 
pation, profession, and interest — all classes, in all seasons, and at all 
times — in the United States, need and use manufactures of cotton, in 
habihments for the person and otherwise, in ways as various as their 
wants. The editor in his gazette, the author in his book, the lawyer in 
his brief, and all in their correspondence, use paper made fi'om cotton. 
And not only have cotton and manufactures from it entered into and 
become indispensable to the convenience and comforts of the people of 
the United States — not only has this boon from tiie Giver of all good 
to less than a third of the States of the Union been the primary and 
copious fountain from which has flowed the chief portion of the vast 
aggregated wealth of the confederacy — not only has it, for at least 



COLONIAL AND LAKE TRADE. 755 

forty -seven years, done more than all else to enable us to attain our 
present advanced position as a commercial people, equalled but by 
one nation, — but, unless it is forbidden by a greater than earthly power 
we shall ere long, chiefly by the increase of the cotton crop, hold suprem- 
acy over her. The aggregate of our exhortations of raw cotton since 
1821, including that year, is upwards of one thousand Jive hundred and 
thirty-nine millions of dollars, according to the Treasury returns ; and 
whenever the increased wants of foreign countries require an increased 
supply, the quantity of at least one thousand and three hundred mil- 
lions of pounds, which hereafter will probably be produced annually 
for foreign and home consumption, can be augmented to meet the full 
demand, and still further increased for many successive years. We 
possess the resources in land and labor to supply the whole world ; 
and, after retaining all that is required for our own consumption, it may 
be anticipated that hereafter, whilst we are blessed with peace and 
fair crops and prices, our annual exportaiions will not be less in value 
than one ?iu?idred millions of dollars. With this we can in a few years 
extinguish our foreign debt, both public and private, and amply supply 
ourselves with all the necessaries, comforts, conveniences, and luxuries 
of other countries which we do not yet produce cheaply or in abun- 
dance. 

There are other important results of the cotton crop of the United 
States deserving notice. There is one that must suggest and commend 
itself to all acquainted with the subject, and especially to the wise and 
intelligent statesman who looks beyond the generation in which he 
lives, and above the atmosphere of party, upon which comment is 
omitted in this paper, lest the restrictions referred to in the first para- 
graph might be considered by some as violated. 

But there are two influences of this product (both moral and po- 
litical, rather than pecuniary) which should not be overlooked. The 
frst relates to our own country exclusively, the second to its position 
with other nations. 

The influence of the various " cotton interests " in every section of 
the confederacy in strengthening the bonds and bands of that federal 
union of the thirty-one States which constitutes our strength, and glory, 
and pride — its power in insuring the maintenance of the federal com- 
pact inviolate, and the maintenance of the laws of the land enacted 
under it — that influence which unites the promptings and also the re- 
straints of self-interest with those of patriotism — is neither light nor tran- 
sient. It is potent and permanent. Cogent and satisfying to every 
true American are its teachings that no " section " of this confederacy 
is the rival of 8,ny other '' section," except in patriotic efforts to ad- 
vance the welfare of their common country. Their natural, and right- 
ful, and legitimate interests do not clash ; and all are best promoted b}^ 
aiding, sustaining, supporting, and cherishing each other. If any 
would maintain the false doctrine that a '' section" or even a single State, 
may justly have its equality reduced, its rights and interests disregarded 
and broken down, or that the local interests of one section may be pro- 
moted at the expense of any other of inferior numerical strength ; and if, 
unrestrained by the federative compact, they should attempt the enforce- 
ment of such principles, — when the time comes for practical action, the 



756 Andrews' report on 

conservative influences above adverted to, in all sections, may be relied 
upon for the administration of a rebuke which, though it fails to con- 
vince the misguided of their error, will not be the less withering in its 
effects upon them, or the less powerful in upholding right and in the 
preservation of concord and union. 

With respect to foreign nations, it cannot be denied that by means of 
our cotton crop we have contributed to the necessities and wants of 
millions of the people of other lands ; we have created employment for 
their manufacturing laborers ; we have done much to ameliorate the con- 
dition and alleviate the sufferings of all the oppressed and impoverished 
working classes of the old countries, and added to the sum of human 
comfort and happiness more than any other people within the last half 
century. And it has not been a theoretic principal, a transcendental 
abstraction, or a Utopian scheme of " Hberty, equality, and fraternity" — 
a cheat, like " Dead-sea fruits, that turn to ashes on the hps" — that 
we have bestowed upon them ; but actual, practical, real, tangible, sub- 
stantial comforts, apparent to the corporeal senses. And, still more, 
by it we have been given effective means of check and restraint, and, 
if need be, of coercion too, as to the governments of those nations who 
have become, and must continue to be, dependent upon the southern 
States of this confederacy for the supply of cotton wherewith to provide 
employment for millions of their working men, women, and children, 
and wherewith to obtain raiment for all classes — idle and laboring, rich 
and poor. The necessity for such supply, and the dependence upon 
the United States for it, is valuable surety for " the peace and good 
behavior" of those governments towards this country, and towards all 
others, in " the peace of God ;" and it is also some guaranty against 
outrage or oppresssion in their own household. 

The true policy of this confederacy, dictated alike by interest and by 
duty, is to cultivate friendly relations with every other people. All 
that we enjoy we hold from the bounty of the great Ruler of nations 
and to fulfil his all-wise purposes. Those who suppose our high mis- 
sion is inconsistent with the sacred precept, "on earth peace, goodwill 
towards men," are in error. Insults may be repelled, wrongs redressed, 
and justice executed, without violating this rule. Until the people of 
these confederated sovereignties cease to deserve the blessings of civil 
and religious freedom, the federal government cannot be transformed 
into a consolidated military republic, which may, when incited by lust 
of conquest, wield its mighty power to ravage, despoil, conquer, or sub- 
jugate other nations. An illustrious chief magistrate years since pro- 
claimed that " a fixed determination to give no just cause of offence to 
other nations" was a cardinal rule in the administration of the federal 
government; and he also said that "with this determination to give no 
offence is associated a resolution, equally decided, to submit to none." 
Illiberality, displays of hostility, and officious intermeddling in our affairs, 
may engender ill feelings, and provoke to recrimination and retaliation, 
and cause collisions ; but in their career to the consummation of the 
high destiny awaiting the American people, if they do not forfeit it by 
misconduct, they should rigidly adhere to the rule just quoted, and to the 
other injunction by the same high authority — to "ask for nothing that 
IS not clearly right, and submit to nothing that is wrong." 



COLONIAL AND LAKE TRADE. 



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758 



ANDREWS REPORT ON 



Statement of the value of cotton goods of foreign manufacture exfported during 
the year ending June 30, 1852. 



Exported to — 



Danish West Indies 

Hanse Towns 

England 

Scotland 

British Honduras 

British West Indies. 

British American colonies.. . . 

Canada 

France 

Cuba 

Porto Rico 

Hayti 

Mexico 

Central America 

New Grenada 

Venezuela 

Brazil 

Chili , 

Peru 

China 

Africa 

South seas and Pacific ocean. 

Total 



FOREIGN COTTON GOODS EXPORTED. 



Printed & 
colored. 



^2,748 

4,210 

26,344 

12,365 

95 

12,513 

23,204 

120,383 

750 

3,176 

370 

29,983 

196,535 

1,671 

1,003 

422 

4,783 

6,856 



4,963 



452,374 



White & 
uncolored. 



#22,570 



736 

22,418 

108,711 



812 



1,222 
1,453 



9,950 
1,699 
7,146 



1,302 



401,215 



All other. 



$550 

225 

2,430 

326 



3,052 
5,686 

37,889 



15,396 



65,095 

786 

3,936 



460 
172 



882 



138,195 



Total 
value. 



P,298 

4,435 

51,344 

12,691 

95 

16,301 

51,308 

266,983 

750 

19,384 

370 

31,293 

484,826 

3,679 

6,392 

422 

5,243 

16,978 

1,699 

7,146 

882 

6,265 



COLONIAL AND LAKE TRADE. 



759 



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ANDREWS REPORT ON 



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COLONIAL AND LAKE TRADE. 761 

S'pecification of exports of foreign cotton manufactures. 



1 


Dyed and colored. 


White. 


d 

i 
£ 

s 

1 

a: 




C 


rid 
C 

i 

6 


> . 

c 

< 


0) 
X 

1 


1821 

1822 


$379,701 

572,626 

1,206,502 

1,544,231 

i; 105,252 

1,032,381 

964,904 

1,402,103 

751,871 

905,028 

1,746,442 

1,094,412 

1,352,286 

1,818,578 

2; 308, 636 

1,975,156 

2,103,527 

826,111 

945,636 

838,553 

574,503 

502,072 

251,808 

278,434 

281,775 

290.282 

3721877 

640,919 

424,941 

274,559 

440,441 

452,374 


$320,302 
341 371 




$6,532 

8,817 

24,767 

8,474 

9,412 

34,862 

63,413 

46,736 

27,656 

58,325 

70,254 

29,026 

134,229 

66,403 

87,089 

78,176 

86,756 

29,768 

34,082 

53,030 

198,996 

208 193 


$874,608 

741,882 

865,518 

321,204 

443,271 

336,295 

230,448 

324,274 

397,033 

348,526 

237,330 

185,945 

112,718 

105,477 

55,201 

16,456 

24,874 

25,380 

16,246 

5,630 

4,404 




$1,581,143 
1,664,696 
2,617,293 

2 481,977 






1823 


520,506 
608,068 
705,339 
682,407 
495,188 
406,623 
302,435 
475,171 
973,774 
782,356 
710, ]93 
788,031 
1,193,391 
666,871 
352,591 
246,312 
233,927 
183,468 
127,228 
110,069 
33,998 
90,381 
162,599 
357,047 
83,715 
487,456 
81,690 
44,724 
132,020 
401,215 






1824 






1825 
1826 

1827 
1828 
1829 
1830 
1831 
1832 
1833 
1834 
1835 
1836 
1837 
1838 
1839 
1840 
1841 
1842 


$46,311 

74,462 

46,788 

44,988 

42,222 

57,104 

57,015 

62,775 

45,937 

43,649 

33,994 

16,689 

41,360 

14,746 

12,916 

13,632 

15,943 

4,429 

4,881 

4,325 

2,455 

1,780 


$94,870 

65,683 

38,073 

18,015 

43,723 

55,310 

144,043 

167,573 

149,155 

48,716 

19,526 

12,328 

74,310 

11,189 

12,458 

9,176 

7,982 

12,129 

2,901 

6,550 

44,802 

15,612 

25,735 

26,742 

46,308 

63,858 

59,010 

138,195 


2,404,455 
2,226,090 
1,838,814 
2,242,739 
1,564,940 
1,989,464 
3,228,858 
2,322,087 
2,504,518 
2,866,854 
3,697,837 
2,765,676 
2,683,418 
1,153,506 
1,255,265 
1,103,489 
929,056 
836,892 
308,616 
404,648 


184^* 


15,028 
24,958 
10,922 

8,482 

3,808 

40,783 

7,718 

21,023 

20,546 




1844 





1845 




502,553 


1846 




673,203 

486,135 

1 216 172 


1847 




1848 


20,272 
10,425 
22,943 
25,923 




1849 





571,082 
427,107 


1850 




1851 




677,940 


1852 




991,784 











^Nine months. 



762 ANDREWS* REPORT ON 

Domestic manufactures of cotton exported from the United States. 



Years. 


Printed and 
colored. 


White. 


Twist, yarn, 

&c. 


Nankeens. 


Not speci- 
fied. 


Total. 


1826 


#68,884 


#821,629 


#11,135 


#8,903 


#227,574 


#1,138,125 


1827 


45,120 


951,001 


11,175 


14,750 


137,368 


1,159,414 


1828 


76,012 


887,628 


12,570 


5,149 


28,873 


1,010,232 


1829 


145,024 


981,370 


3,849 


1,878 


127,336 


1,259,457 


1830 


61,800 


964,196 


24,744 


1,093 


266,350 


1,318,183 


1831 


96,931 


947,932 


17,221 


2,397 


61,832 


1,126,313 


1832 


104,870 


1,052,891 


12,618 


341 


58,854 


1,229,574 


1833 


421,721 


1,802,116 


104,335 


2,054 


202,291 


2,532,517 


1834 


188,619 


1,756,136 


88,376 


1,061 


51,802 


2,085,994 


1835 


397,412 


2,355,202 


97,808 


400 


7,859 


2,858,681 


1836 


256,625 


1,950,795 


32,765 


637 


14,912 


2,255,734 


1837 


549,801 


2,043,115 


61,702 


1,815 


175,040 


2,831,473 


1838 


252,044 


3,250,130 


168,021 


6,017 


82,543 


3,758,755 


1839 


412,661 


2,525,301 


17,465 


1,492 


18,114 


2,975,033 


1840 


398,977 


2,925,257 


31,445 


1,200 


192,728 


3,549,607 


1841 


450 503 


2,324,839 
2,297,964 


43,503 
37,325 
57,312 




303,701 
250,301 
232,774 
170,156 
280,164 


3,122,546 
2,970,690 
3,223,550 

2,898,870 
4,327,928 


1842 


385,040 




1843*. . . . 


358 415 


2,575 049 




1844 . . 


385,403 
516,243 


2 298 800 


44 421 




1845].... 


2,343,104 


14,379 


1,174,038 


1846 


380,549 


1,978,331 


81,813 


848,989 


255,799 


3,545,481 


1847 


281,320 


3,345,902 


108,132 


8,794 


338,375 


4,082,523 


1848 


351,169 


4,866,559 


170,633 


2,365 


327,479 


5,718,205 


1849 


466,574 


3,955,117 


92,555 


3,203 


415,680 


4,933,129 


1850 . . 


606,631 

1,006,561 

926,404 


3,774,407 
5 571 576 


17 405 




335,981 

625,808 
571,638 


4,734,424 
7,241,205 
7,672,151 


1851 


37 260 




1852 


6,139,391 


34,718 









* Nine months. 

Note. — Previous to 1826 the published treasury statements do not specify these exports 
as above. 



COLONIAL AND LAKE TRADE. 



763 



o 



T(IO»OOOlCO-^05eOOit-000<y><MO-H-^-r-iTl<ff);OCOt-OCOT(<T-iKt)«500r}( 
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000-^>iTt-t-«C>«Di-IOO-<T<<r>r-10CO-<tlODOOOb-05t-05t-00-*T-il005t-05 



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cooooooooooccooocoa)ooooa>ooaococooococoooooooooooooaoooc»ooQOoo 



764 



ANDREWS' REPORT ON 



•nw. 



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5^ 



COLONIAL AND LAKE TRADE. 765 

Bullion and specie imported into and exported from the United States, 



Years ending — 


Imported. 


Exported. 


Import 'n over 
exportation. 


Export 'n over 
importation. 


September 30 1821 

1822 


$8,064,890 

3,369,846 

5,097,896 

8,379,835 

6,150,765 

6,880,966 

8,151,130 

7,489,741 

7,403,612 

8,155,964 

7,305,945 

5,907,504 

7,070,368 

11,911,632 

13,131,447 

13,400,881 

10,516,414 

17,747,116 

5,595,176 

8,882,813 

4,988,633 

4,087,016 

22,320,335 

5,830,429 

4,070,242 

3,777,732 

24,121,289 

6,360,224 

6,651,240 

4,628,972 

5,453,981 

5,503,544 


$10,478,059 
10,810,180 
6,372,987 
7,014,552 
8,797,055 
4,704,553 
8,014,880 
8,243,476 
4,924,020 
2,178,773 
9,014,931 
5,656,340 
2,611,701 
2,076,758 
6,477,775 
4,324,336 
5,976,249 
3,508,046 
8,776,743 
8,417,014 
10,034,332 
4,813,539 
1,520,791 
5,454,214 
8,606,495 
3,905,268 
1,907,739 
15,841,620 
5,404,648 
7,522,994 
29,465,752 
42,674,135 




$2,413,169 
7,440,334 
1,275,091 




1823 




1824 


$1,365,283 


'' 1825 


2,646,290 


1826 


2,176,433 
136,250 


1827 




1828 


753.735 


]829 


2,479,592 
5,977,191 




1830 




1831 


1,708,986 


1832 


251,164 
4,458,667 

15,834,874 
6,653,672 
9,076,545 
4,540,165 

14,239,070 

465,' 799" 


1833 




1834 




1835 




1836 




1837 




1838 




1839 

1840 


3,181,567 


1841 


5,045,699 
726,523 


1842 




9 months to June 30 1843 


20,799,544 
376,215 


Year to June 30 1844 




1845 


4,536,253 
127,536 


1846 




1847 
1848 


22,213,550 


9*481*396 

2*894',262 

24,011,771 
37,170,591 


1849 
1850 


1,246,592 


1851 




1852 










Total 


274,407,398 


265,529,935 


112,290,606 


103,413,143 





The total difference since 1821 is $8,877,463 excess of importation over exportation. 
Prior to 1851, the same difference was $70,059,825. 



766 ANDREWS' KEPORT ON 

STATEMENTS OF THE COMMERCE OF THE ATLANTIC STATES AND CITIES. 

It has been thought proper to place on record, under this head, a few 
general statements illustrative of the commerce and navigation of our 
principal Atlantic ports with foreign countries, in a convenient form for 
comparison with the aggregate of the United States, the internal com- 
merce and navigation of this confederacy, and with that of any or all 
foreign countries in the world. To this end, some statements relating 
to the aggregate commerce and tonnage of the United States are also 
appended. These statements are of an entirely reliable character, most 
of them having been derived from official sources. 

It was under contemplation to prepare specific notices of each of the 
more prominent of the commercial cities of the seaboard for this por- 
tion of the report ; but, upon application being made at the several 
points for the requisite statistics, and the discovery of the entire absence 
of such accounts as might form a proper basis on which to calculate 
the value of the coasting and inland or domestic trade centring at the 
several ports, it has been judged best not to make the attempt. 

The trade of New York, Boston, and New Orleans receives a larger 
quota from the interior than any other cities of the seaboard. This is 
owing to the fact of their better natural and artificial communication 
with that region lying between the Alleghany and Rocky ridges. The 
communication of the rest of the Atlantic cities with the interior coun- 
try has been chiefly, hitherto, with that portion lying east and south of 
the Alleghany ridge, and by means of railways and navigable rivers. 
It will be seen that by far the largest foreign trade is enjoyed by New 
York — the next in value of importations being Boston ; and in value of 
exportations, New Orleans. The foreign exports of Philadelphia and 
Baltimore are made up principally of domestic manufactures, for the 
producing of which they possess facilities seldom surpassed, and of the 
agricultural productions of the States of which they are respectively 
the commercial capitals, and of Virginia, or rather those portions of 
these several States lying east of the Alleghanies. Their importations 
are chiefly limited to the more bulky and cheaper of such foreign 
fabrics, or materials and productions, as incur the least risk, and as are 
most wanted by those classes for whom they export — the richer and 
finer articles, to which greater risk is attached, being generally pur- 
chased of manufacturers' agents, at the larger important cities. 

The southern cities have a large foreign and coastwise exyort trade, 
for the reason that the labor in that portion of the country is principally 
confined to the production of those articles for which there is not a full 
home demand. The people of South Carolina, for example, are chiefly 
devoted to the production of cotton and rice, and the exports from 
Charleston are principally made up of these articles. The same may 
be said of Georgia, with respect to cotton more particularly, and the 
exports from Savannah. Both of these ports have excellent harbors, 
of easy entrance, and the trade of Savannah is rapidly increasing. Just 
below the city some obstructions exist in the Savannah river, caused by 
the sinking of vessels during the war of 1812 and' 15 to prevent the 
British from reaching and destroying the city. These are about being 
removed, and, when their removal is accomplished, vessels of heavy 



COLONIAL AND LAKE TRADE. 767 

draught can proceed safely to the wharves at the city. These south- 
ern cities import largely of northern manufactures. A statement fairly 
exhibiting the movement of merchandise coastwise would show a do- 
mestic importation into the southern cities having a much nearer ratio 
than the foreign importations to their export trade. While a greater 
portion of the cotton of the southern States is exported from their own 
ports directly to Europe, the returns, either in money or merchandise, 
are received principally through New York — which explains satisfacto- 
rily the excess of imports over the exports of that city. 

The cities of Baltimore, Charleston, and Savannah maintain their 
communications with the interior principally by railway ; and Mobile 
by the Mobile river and its tributaries. These, like the northern cities, 
are pushing lines of railway into the heart of the country. The results 
which are to follow the construction of such works remain to be seen ; 
and it is a question worthy of grave consideration whether these routes 
are not calculated to effect remarkable changes in the direction of our 
interior commerce, which, up to the present time, has of necessity been 
confined to few ; and whether an apparent monopoly ^vhich has been 
enjoyed by two or three cities is not to become, when commerce shall 
be liberated from the channels of necessity, the common property of 
all. In any event, there can be no question as to the good effect which 
the w^orks referred to will have upon the business of the ports where 
they terminate. By opening a market to extensive tracts of country 
previously inaccessible, the producing area must be largely increased ; 
and the productions will naturally follow these railways to a market for 
shipment. 

Note. — The city of Savannah has also the fine river of the same name, which divides 
Georgia from South Carohna, navigable by steamboats nearly 200 miles westwardly ; and 
Charleston has tributary to it the rivers Ashley and Cooper, which are both capacious, and 
unite just below the city, forming Charleston harbor. The latter of these rivers is connected 
by canal with the Santee river, by which means steam navigation is opened from Charleston 
to Columbia. 



768 



ANDREWS REPORT ON 



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49 



770 



ANDREWS' REPORT ON 



■Statement exhihitirig the value of exports from and imports into the port of 
Charleston, annually , from 1834 to 1851, inclusive — direct trade. 





Value of exports. 




Years ending — 


Domestic pro- 
duce, &c. 


Foreign mer- 
chandise. 


Total. 


Value of im- 
ports. 


Sent 30. 1834 


$11,119,565 

11,224,298 

13,482,757 

11,135,623 

11,007,441 

10,301,127 

9,956,163 

7,970,899 

7,477,340 

7,733,780 

7,393,134 

8,856,471 

6,804,313 

10,388,915 

8,027,485 

9,672,606 

11,419,290 

15,301,648 


$88,213 

113,718 

201,619 

81,169 

24,679 

66,604 

55,753 

31,892 

17,324 

6,657 

3,697 

5,878 

18,942 

3,371 


$11,207,778 

11,338,016 

13,684,376 

11,216,792 

11,032,120 

10,367,731 

10,011,916 

8,002,791 

7,494,664 

7,740,437 

7,396,831 

8,862,349 

6,823,255 

10,392,286 

8,027,485 

9,673,907 

11,420,198 

15,301,648 


$1,787,267 
1.891.805 


1835 


1836 


2,801,211 
2,510,860 
2,318,791 
3,084,328 
2,058,561 
1,553,713 
1,357,617 
1,294,389 
1,131,127 


1837 


1838 


1839 


1840 


1841 


1842 


1843 


1844 


1845 


1,142,818 

902,427 

1,588,750 

1,481,236 


1846 


1847 


1848 


1849 


1,301 

908 


1,475,695 


1850 


1,933,785 


1851 


2,081,312 







Note. — It is a matter of great regret that the application for full statements of the trade 
and commerce of the flourishing city of Savannah was not received in time for this report. 



Statement of the receipts into the treasury on account of duties collected at 
thcports of Boston, New York, Philadelphia, and Baltimore, from 1835 
to the 30th of June, 1852, inclusive. 



Years. 



1835. 
1836. 
1837. 

1838. 
1839. 
1840. 
1841, 
1842, 
1843, 
1844, 
1845, 
1846 
1847 
1848 
1849 
1850 
1851 
1852 



Boston. 



New York. 



Philadelphia. 



$2,612, 
2,236, 
1,328, 
2,239, 
2,162, 
1,820, 
2,307, 
2,789, 
1,311, 
4,411, 
4,676, 
4,844, 
4,098, 
5.033, 
4; 380, 
6,177, 
6,520, 
6,250, 



486 10 
041 22 
863 67 
554 67 
055 37 
173 98 
848 68 
798 72 

225 52 
372 36 
157 45 
129 75 

226 24 
772 14 
346 89 
970 64 
973 85 
588 68 



$11,597, 

13,424, 

9,679, 

8,94i; 

14,475, 

7,167, 

8,418, 

11,273, 

4,072, 

16,792, 

17,255, 

16,975, 

15,524, 

20,128, 

18,377, 

24,952. 

31,754; 

28,772, 



466 90 

717 87 
756 05 
208 89 
995 91 
968 53 
588 60 
499 91 
296 44 
679 41 
308 60 
972 34 
014 27 
726 89 
814 24 
977 02 
964 26 
558 75 



$2,159 
2,637 
1,162 
1,882 
2,326 
1,553 
i;367 
1,659 
559 
2,255 
2,361 
2,136 
1,978 
2,979 
2,329 
3,122 
3,783 
3,715 



,111 30 

,796 28 
,610 66 
,613 06 
,384 71 
,373 07 
,259 08 
,125 67 
,649 65 
,860 77 
,325 72 
,754 70 
,430 99 
,931 31 
,553 QQ 
,660 40 
,787 32 
,126 21 



Baltimore. 



$666,937 61 

1,127,989 62 

704,247 62 

1,111,741 85 

1,166,548 64 

700,315 88 

616,025 72 

610,880 21 

228,367 41 

603,574 65 

696,724 61 

674,548 22 

600,497 34 

771,708 06 

649,402 42 

1,004,961 32 

1,047,278 67 

1.063,530 75 



COLONIAL AND LAKE TRADE. 



71 



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COLONIAL AND LAKE TRADE. 



773 



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774 



ANDREWS REPORT ON 



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"■-"^iCOi— l05CMr-l CM 



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(MiOCOOOC^COOOiOUO»005CMOO<Oi005CO'— itOi— liiO'^CMi-HOOJ^O 
;C0O5COO00O5t-'*lO'5t<'*00rH'<*C0t-i— li— IIOOCO'^OOCO'^OCM 



o<MCOCOCMCO'-^^OOrHt^OO-HO^rHOOO>OCM t-rHCMOOCDOCMt^ 
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780 



ANDREWS REPORT ON 



00 ZD 



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to CD 
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t-OCC^iO'— <C005"OQOiOQOl-^ 
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^ ^ C! C 






COLONIAL AND LAKE TRADE. 



781 



^fiQOCOC^T-HC^CSCOC^t^CnOC^OOiXiCMOO 
lO G^ i-H f"-H O O 00 r-( C^ CO 00 lO CO rH CO 



tOOfOOOOO?^'-HOOiOi-IC^t-'*COT-IG^ 
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CO --I Ci r-< G^l --I 



t-'^CO 
to C^ t- 



C5 00 
00 



<— liOO^COiOOO-rtfOOi-HiOiOC^T-IOOO 
C^JCii-HiOiOOOCOr— ilOCD00-^C<!'*iO 
CO CO t^ C^ 00 t^ C^ 00 O ^ 00 CO GO kO 



lO OJ 00 

t- CO CO 
ITS OD CO 

o6"(?r 



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r-H CM r-l — I 



CD 

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COCOO'^CO^!£lLOr-IUOLOOOO>000 
C5 CO lO CO '^ 00 CO C>J '* O OO >— I (M 



C^ r-i 
■*00 

T-l CO 



>-OOOCTO'<*QOC5COir5'«*-c}<C^. 
!— < G^ CO CO t^ CO 1—1 1—1 1—1 
1-1 C<1 1-i 



O "^ 
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lO^'^OCOCOCOOOOt-t^-'fG^JC? 
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t^ CO CO 
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t-C\lCOC500"^-<*t— t^0500'^C<f'* 
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cT r-TcO^i-Tco' Co" cT 



C^ CO 

CO CO 



1— ICO 
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C^COCOi-<COCOCOt^^Cr5iOCv!^'*C<? 
COi— iiO'^i— iCOl— ICOiOOOOOOOC^OOOO 
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16 



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s § : s 

o .y> o S 



782 



ANDREWS REPORT ON 






OOCr5t-»OG^(MLOCnO(7iCOCMCOC5 
0(MOOCDC^C5'-tCn>CDC^C5CO 



O -* CO Jr- CI to Ol 

00 1-1 CO r-l t^! »0 CO 
'S- CO 1— ( CM CO lO to 



OiOOi— i"*i^-*iocncocnjr^ai00»rtioa3coio 

0^iOi^CM>0>— lOCO(M»OC?COt^C^GS(«Ot^iO 

cor-iiocoo-*ooooix>oo'<s«t-t-«;co(Mco 

t^ QO i-H CO CO CO irToO (7Q 00 -^T-H i-t c? 
C- -^ t^ CM I— 1 



to CM CO -^ to CO CO 
CM CO CO 1— i CO i> CO 
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'*'t^-^cocMv-ocTiOOtoo'*t^coirico"^io 

to CO r-* CO CM C- O i-t CO ir- (M CO 

CM '-i CM CM T-H 



cM"<*t^coi^-ococMoa:iooo^c^ 

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CM C75 00 lO 00 CO G^ ^ 00 03 CM to CO 



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CO rH (^ ^ ,-i 



coco • CT) O CO -* CO 00 CD CO Oi lO CM CO CO o t^ 
toco 'OOCOCOOCMOCRCOOCniCOtOiOCMO 
(M CM • (X) t- O rH O O 00 -^ coo O CO C^ rH r-H 



CO CO t^ t-H l^ 
"*CM 00 rH rH 

(M-^OOC^ 00 



"* (M • CX) CO CO to t- t' CO CM CM 00 CTS 00 CM f-H CO 
"«*irH • rH rH to CO 00 OJ CM to CM CO CM 
CO • r-< CM rH rH 



-^COOJCOGOt^tOOOOOCOrHrHOt^OCMOOiO 
t-CMOOCOiOOOCOt^COOQOOOO'*tOrHrHCO 

o^coi— icooco-^rHcocM'^tocncn'^cMcocM 

oTirrr-roT'^'t^otrotrorco'i^ ctTcm^ 

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to to CO 

to t^ to 
(M CM 



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0^ 



C5 '- _, i-i 



COLONIAL AND LAKE TRADE. 



783 



^ lO r-< 



C0t^«0a5C7>iX>C5O"^OCDCn00'-HC0 



^O O t^ CO >o « 



,ir-ro^r-(OOLOcr>JOCNiioco^rHcr5cri 



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^vOOt^OJOOOOCOOCOilO-^OCDO 

cnot^cn-^iocoooi— I— 'CDiooc^ 



g ir- O? -^ O O G^ CO CO --I lO CM<7? 

O t- OD CTQ 01 (7? r-< r-( 



0>O^OJG^r-iOOOiOt-OCOtX)0^>-H 

1— it-ot^ioo?ioooco--iC*cr>cDcoco 

G^OOt^OJOOCDCOCTiOi-fC^'^C^OQO 



gCO-^O-^OOCOOi 
^O Oi 00 CO CO --H r-l 



CT5 U^ I— I 10 "^ T— I O 



.QOCOCOOOCTjOCOCOO^'— i^COO 

iC<jcD<x>^iOG^cooo<^J'*c^cooot^cr5 



^OCOCOCO(>Jt---^COCJiOiOC^C\li— I 
H .-I CO rl (7^ 
00 



lOCOCOOOOCO'^'^COCTlCOCQOasCO 
.OlOOCOC-— t-O'— iCOt-t^tOO— 't- 
wOCOOCO-^iOr-Hi— ICOC^JOCOCOCOCO 
~ " " " ^ - ^ '^'^(^J Co"i— I CO 



t-cnt^G^'^r-iasococo-^t-coooai 

.-^COiOOOt^OOiOCT^CSSC^rHCOOCT) 
^C^COG^C-OllOC^JOOOOiOOOCOOCOt- 

,s CO c^ i^ 1— t -xi oTc^rco^io o^r-rr-Tr-rr-rio 

f^ CO lO r-H "* 



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.crsoooco^r-i— (OJ(r:— icn'* 'OOO 

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E^ >0 CO T-H r-f 



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t^i-ot^cBoco-^-^oocoOTt— -^cocn 



.OOOOlOCO<— ICOOO-^COr-lr-lr-H COCJ 

K^ OT '^ i-H GS! --H 



d 



ri S a> £ 



c S o 5 S "SaS 



784 



ANDREWS REPORT ON 



I' 



I 



5s. 

o 



Is 00 



05 rt' 






,0 

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vj 



g C<J cTcO 10 1-M O^ 10 t- 00 OcToj O 00 i-H o 



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g ■* t- i^ en ciTcTio "^ ' 

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t-iOCS'-HCncOCNCOCO'-HiOC-COI-'iO 
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t^t-C-OO'*''— lCOC5'<5<lOiX)C0f^T— I 



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.'*coaoa5QOCMiooococ^oc3cocn.-4 

gOOC?0-*0»OOOT-HCO;0<X),— c^fG^iX) 



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.to— lOQOCnCOCOCOC^tOt^-^CO-^CJ 
2<^OOOOC5rHOOOOr-HO^OC:)lOCSCO 



»r5 1^ -"^ CO 1— * r- CO o C5 CD i-< o 'Cioo 

CO t^ 00 O 00 CO ^ CO 1—1 "* C<! CO • CJ ^ 
lO Cr^ CO t^ O CO t^ CM CO CO 10 CM • -* C3 



o»o-<^^co^cooc:)>oooi— icooot- 

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fcDQCCOKMQPHC^Oi^X 



COLONIAL AND LAKE TRADE. 



785 



T-i 


do 


00000iCM-^c0t-03C0OO-^T-(C:C0O 
_05<NCOOOCO(MlOt-a5«OCOOCOTi<00 


96.00 
270.89 
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71.59 
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61.78 
164.94 






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50 



786 



ANDREWS REPORT ON 



Exports and imports from the principal commercial States of the Union for 
the years 1810, 1820, 1830, 1840, 1850, and 1851. 



EXPORTS. 



Year. 


FLORIDA. 


ALABAMA. 


VIRGINIA. 




Amount. 


Increase. 


Amount. 


Increase. 


Amount. 


1810 










$4,822,611 
4,557,957 


1820 






$96,936 
2,294,594 

12,854,694 
10,544,858 

18,528,824 




1830 

1840 


$30,495 
1,850,709 
2,607,968 
3,939,910 


\ From 1830 to 
\ 1851,12,820 
j per cent. 


1^707 per ct. 


4,791,644 
4 769 937 


1850 


3,413,158 


1851 


3,087,444 







Year. 


NORTH CAROLINA. 


SOUTH CAROLINA. 


GEORGIA. 




Amount. 


Increase. 


Amount. 


Increase. 


Amount. 


Increase. 


1810 


$403,949 
808,319 
399,333 

387,484 
416,501 
426,748 




$5,290,614 

8,882,940 

7,627,03n 

9,981,016 1 

11,446,892 [ 

15,316,578J 


V 46 per ct. 
100 " 


$2,238,686 
'6,594,623 
5,336,626^ 
6,862,959 [ 
7,551,943 \ 
9,158,879J 




1820 




V 138 perct, 
71 " 


1830 

1840 

1850 

1851 


1 
1^7 per ct. 

J 



MARYLAND. 


LOUISIANA. 


Year. 


Amount. 


Increase. 


Amount. 


Increase. 


1810 


$6,409,018 
6,609,364 

3,791,482 
5,495,020 
6,589,481 
5,416,798 




$2,650,050 
7,596,157 
15,488,6921 
32,998,059 ! 
37,698,277 [ 
53,968,013} 


^ 


1820 




\ 500 per cent. 


1830 




1840 






1850. 





135 per cent. 


1851 















MAINE. 




MASSACHUSETTS. 


Year. 


Amount. 


Increase. 


Amount. 


Increase. 


1810 






$13,013,048 
11,008,922 
7,213,194 
6,268,158 
8,253,473 
9,857,537 




1820 


$1,108,031 

670,522 

1,009,910 

1,536,818 

1,517,487 






1830 


[> 126 por cent. 


1 


1840 


1 


1850 


\ 36| per cent, 
J 


1851 





t!Ol.ONlAL AND LAKE l^RADE. 

EXPORTS— Cont.nued . 



ys7 





NEW YORK. 




PENNSYLVANIA, 


Year. 


Amount. 


Increase. 


Amount. 


•Increase. 


J810 


$17,242,330 
13,163,244 
19,697,9831 
11,587,471 ! 
41,502,800 r 
68,104,542J 




PO, 993,398 
5,743,549 
3,791,482 
5,736,456 
4,049,464 
5,101,969 




1820 


14 per cent. 
245 per cent. 




183<)., 


■■ 


1840 


} 33 per c<>ril. 


1850 


1851 


J 





IMPORTS. 



FLORIDA. 


ALABAMA. 


Year. 


AmouEt. 


Year. 


Amount. 


1830 


132,689 

190,728 

95,709 

94,937 


1830 


$144,823 
574 651 


1840 


1840 


1850 - 


1850 


865,362 

413,446' 


1851... 


.. 


1851 









VIRGINIA. 


NORTH CAROLINA. 


Year, 


Amotjnt. 


Year. 


Amount. 


1830 


$405,739 
545,085 
426,599 
552,932 


1830 


$221,992 
252 532 


1840 = 


1840'. 


1850 


1850 


323,392 


1851 


1851 


206,931 







SOUTH CAROLINA, 


GEORGIA. 


Year. 


Amount. 


Year. 


Amount. 


1830 


$1,054,619 

2,058,870 
1,933,785 
2,081,312 


1830 . . .... 


$282,346 
491 428 


1840 


1 1840 


1850 


1850 


fiQfi Qri4 


1851 


1851...., 


721,547 





ANDREWS' REPORT ON 

IMPORTS— Continued. 



MARYLAND 


• 


LOUISIANA. 


Year. 


A^wiznt. 


Year, 


Amount. 


1830 


$4,523,866 
4 910 746 
6,124,201 
6,650,645 


1830 


*9, 766, 693 
10 673 190 


1840 


1840 


1850 


1850 


10 760 499 


1851 


1851 


12 528 460 









MAINE, 


MASSACHUSETTS. 


Year. 


Amount. 


Year. 


Amount. 


1830 


$572,666 

628,762 

856,411 

1,176,590 


1830 


$10,453,544 
16,513,858 
30,374,684 
32,715,327 


1840 


1840 


1850 


1850 


1851 


1851 







NEW YORK. 



Year. 



1830 
1840 
1850 
1851 



Amount. 



$35,624,070 

60,440,750 

111,123,524 

141,546,538 



PENNSYLVANIA. 



Year. 



1830 
1840 
1850 
1851 



Amount. 



$8,702,122 

8,464,882 

12,066,154 

14,168,761 



COLOlSriAL AND LAKE TRADE. 



789 



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794 ANDREWS' HEPORT ON 

INLAND WATER ROUTES. 

The following tables are submitted in reference to the inland water 
routes, and the character and value of their trade, so far as they could 
be obtained- Application was made to persons in each of the principal 
cities for information relating to their inland trade, which was unsuc- 
cessful. It is mentioned with the hope that the principal commercial 
cities on the Atlantic and in the interior will promptly take measures 
to have this matter receive proper attention. 

It is due to the interests of the cities, to the inland trade, and to the 
railroad interest, that all the information relating to routes, facility of 
transportation, expense,-- distance, &c., should be correctly prepared 
and promptly given to the public in annual statements. 

It is necessary to state again, if any complaints are made of interest- 
ing local points being unnoticed in this report, the fault is not with the 
undersigned, but is chargeable to the indifference of those to w^om 
repeated applications were made for the requisite data. 

The appended statements have been compiled from official and 
authentic returns, exhibiting the estimated value of the tonnage of the 
leading inland water routes which connect the tide waters of the Atlan- 
tic with those of the Gulf of Mexico. 

There are at the present time fovr great routes to which the interior 
trade of the country has been chiefly confined — the St. Lawrence, the 
Erie canal, the Pennsylvania improvements, and the Mississippi river 
and its tributaries. All these routes are mutually connected by an in- 
terior network of railroads and canals, and merchandise may be for- 
warded from the respective termini of each, upon tide water, to any 
part of the country, (and by water except upon the Pennsylvania line,) 
and may be passed with convenience from one to the other. There are 
important works recently completed, and others in progress, designed 
to occupy a similar relation to this trade to those already described; 
but these have too recently come into operation to allow their results 
to be compared with the above named. None of the former have 
passed hito the great interior basin of the country save the Georgia line, 
which is yet wanting in those connexions which are necessary to secure 
to it the trade of an extensive range of country. When completed, the 
Baltimore and Ohio railroad will add another to what may be termed 
the national lines, and others equally extensive, and perhaps equally im- 
portant, will soon follow. 

Up to the present time, consequently, the routes of commerce be- 
tween the interior and the sea-board have been those first described. 
We have, however, unfortunately, accurate and satisfactory returns of 
the quantity and value upon one route only — the Erie canal. The excel- 
lent system prevailing upon that work gives, in great detail, every fact 
of interest in reference to the source whence received, tonnage, value, 
character, and direction of all property passing over it. Upon the St. 
Lawrence canals, values are not given in the reports of the Board of 
Works of Canada; and these have been estimated to agree, as nearly 
as possible, with the returned values of the same articles upon the Erie 
canal. The tables showing the values of produce received at New Or- 
leans from the interior are compiled from the annual statements which 



COLONIAL AND LAKE TRADE. 



795 



have appeared in the " New Orleans Price Current" for a series of 
years. There is no mode of ascertaining the value of property passing 
up the Mississippi' river from New Orleans; it has, therefore, been 
estimated in the following tables to equal three times the amount of 
importations of foreign goods. 

The want of correct statistical information relating to the trade, 
commerce, and navigation of this confederacy is a sufficient reason for 
commending, in a special manner, to the public, the volumes recently 
published, by Professor DeBow, of the University of Louisiana, enti- 
tled " The Industrial Resources of the South and West," which can 
be profitably consulted by all desirous of obtaining commercial infor- 
mation minute in its details and philosophical in its arrangement. 

ERIE CANAL ROUTE. 



Statement showing the value of each class of property reachivg tide-iuater on 
the Hudson during a series of years, ending December 31. 



Years. 


Products of the 
forest. 


Agriculture, 


Manufac- 
tures. 


Merchandise. 


Other arti- 
cles. 


1851 


^10,160,656 

10,315,117 

7,192,706 

6,909,015 

8,798,873 
8,589,291 
7,759,596 
7,716,032 
5,956,474 


136,394,913 
38,311,546 
38,455,456 
37,336,290 
54,624,849 
33,662,818 
27,612,281 
21,020,065 
18,211,629 


$4,335,783 
3,960,864 
3,899,238 
3,834,360 
6,024,518 
4,805,799 
3,432,259 
3,489,570 
2,561,169 


$329,423 

563,615 

508,048 

593; 619 

517,594 

276,872 

88,497 

86,153 

56,224 


$2,706,733 
2,323,495 
2.319,983 
2:210,623 
3,127,080 
3 770 476 


1850 


1849 


1848 


1847 


1846 


1845 


3,559,658 
2,328,526 
1,667,922 


1844 


1843 







The following brief notices and accompanying tables will serve more 
fully to illustrate the character of the business of this route in detail, 
and also convey to the mind of the reader some idea of the influence 
which the commerce flowing through this channel has had in building 
up the towns and cities on the tide-waters of the Hudson river. 

Albany. — This city, one of the most ancient, and at one time of first 
commercial importance among the marts of America, has direct rela- 
tion with colonial trade and lake commerce and navigation. 

When it is considered that the extraordinary facilities furnished by 
the Hudson river toward reaching the great marts on the Atlantic 
coast called into existence, if they did not actually create a necessity 
for, those artificial channels through which the great lake commerce 
finds its way to tide-water, it will be seen that there is a most intimate 
commercial connexion between the great lakes and the ports on the 
tide-waters of the Hudson. The whole effect, therefore, of the vast 
trade under consideration, is not visible without a sketch of the busi- 
ness of those ports — especially as much of the Canada trade, indeed 
nearly the whole of it, with this country, reaches tide-water by way of 
Albany, and makes part of the commerce of the Hudson. 

There are several cities on the banks of this noble river worthy of 



796 Andrews' report on 

notice. Albany, Troy, Lansingburgh, and Waterford, are all places of 
thriving business. 

Waterford is the most northerly, and lies on the west bank of the 
river, nearly opposite Lansingburgh, at the point where the Champlain 
and Erie canals form their junction. It is not a large town but has 
some flourishing manufactories, among them several flouring mills, which 
add much to its canal commerce. 

Lansingburgh, on the opposite side of the river, a little further south, 
is an old town, which was engaged in a flourishing river commerce, 
carried on by means of sloops and schooners, as early as 1770, with 
New York and the West Indies. 

The introduction of steam has caused that trade to cease; and Lan- 
singburgh, being ofl' the hne of the canal, has little use for her docks and 
warehouses at this day. 

Troy, three miles south of Lansingburgh, is a large and enterprising 
modern city of about 30,000 inhabitants, having increased in popula- 
tion, from 1840 to 1850, 9,451. The city lies on both sides of the Hud- 
son, six miles north of Albany, and one hundred and fifty-six from New 
York. The principal portion of the city is on the eastern bank of the 
river, over which communication is kept up by ferries and a bridge. 
Troy is at present, therefore, virtually at the head of steamboat navi- 
gation on the Hudson. On the west bank, the canal is connected with 
the river by a lock, through which boats may pass and thence tow by 
steam to Albany and New York, or, w^hich is more frequently the case, 
discharge their cargoes on board barges, of great capacity, which are 
towed down the river to New York, while the canal craft receive 
another cargo and return northward or westward. It is this business 
of transhipment and exchange which forms the principal commerce of 
Troy, and occasions its rapid growth. It is connected with Boston 
and New York, as well as Burlington, Rutland, Montreal, and all west- 
ern cities, by railway, as will be observed by the accompanying rail- 
way map. 

Albany is the oldest and most important of all the river cities. It 
was first visited by Hendrick Hudson in 1609, and was settled a few 
years later, under the appellation of the manor of " Renssellaers-wyck," 
by a colony of Dutch, under the manorial superintendence of Jeremais 
Van Renssellaer. It has steadily increased in population, wealth, and 
enterprise since the date of its settlement, but has throughout adhered 
to many of its old Dutch customs and names. In 1754 it had attained 
a population of 1,500 to 2,000 ; in 1800, 5,349 — since which time the 
number of inhabitants have been doubled, on the average, once in fifteen 
years, giving it, in 1840, a population of 33,721, and in 1850, 50,771. 
It is the capital of the great State of New York, and is now easily 
accessible from all parts of the commonwealth. The capitolis situated 
on the hill back from the river, commanding a fine view for many 
miles up and down the stream, as well as over the surrounding country. 
The elevated position of the city makes it a healthy and delightful 
residence. The country around is uneven, and in some parts moun- 
tainous, but mostly susceptible of a high state of cultivation. 

The commerce of Albany is almost as ancient as its settlement, 
though it was first made a port of entry m 1833. No reliable records 



COLONIAL AND LAKE TRADE. 797 

of its river commerce were kept previous to that date. As early as 
1770, Albany sloops visited the West Indies in large numbers, and 
in 1785 the " Experiments'''* a sloop of 80 tons, was fitted out here for 
China, being the second adventure from this country to Canton. She 
created great interest in the China seas, returned in safety, and made 
several subsequent trips. The application of steam as a propelhng 
power has nearly revolutionized the commerce of the ports on the 
Hudson ; and the ancient foreign trade of Lansingburgh, Troy, and 
Albany is now extinct. In 1791, no less than forty-two sail were 
seen to arrive at or pass Albany, on their way to places above, in a 
single day. After Albany was erected into a port of entry, Congress 
made an appropriation for the removal of the obstructions to navigation, 
about six miles below the city, known as the Overslaugh. Although 
much was done to clear the channel and prevent future accumulations, 
yet the passage is still difficult at low water, and requires further and 
more efficient improvements. No detailed statements of the river com- 
merce of Albany are at hand ; but much may be learned from the 
excellent reports of the auditor of the canal department with regard 
to the quantity and value of articles arriving at and going from tide- 
water. This will give nearly all the commerce of the river at Albany 
and points above. 

The number of vessels arriving and departing from Albany, con- 
sisting of schooners, sloops, brigs, steamers, propellers, and scows, 
was, in 1848, 788, and in 1849, 785. The tonnage entered and cleared 
at this place, of the same class of vessels, for a series of years was as 
follows : 

Tons. 

In 1838 36,721 

1839 40,369 

1840 39,416 

1841 50,797 

1842 49,356 

1843 55,354 

1844 65,507 

1845 70,985 

1846 71,011 

1847 97,019 

1848 77,983 

1849 79,122 

Much of this tonnage traded to Boston, New York, and Philadelphia. 



798 



ANDREWS' REPORT!' ON 



The following table shows something of the value of the commerce 
of all the tide-water ports for a series of years, as given in the canal 
returns : 



Years. 



1837 

1838 
1839 
1840 
1841 
1842 
1843 
1844 
1845 
1846 
1847 
1848 
1849 
1850 
1851 
1852 



Property going from tide-water. 



Tons. 



122 
142 

142 
129 
162 
123 
143 
176 
195 
213 
288 
329 
315 
418 
467 
531 



,130 

,802 
,035 
,580 
,715 
,294 
,595 
,737 
,000 
,795 
,267 
,557 
,550 
,370 
,961 
,527 



Vail 



125,784,147 
33,062,858 
40,094,302 
36,398,039 
56,798,447 
32,314,998 
42,258,488 
53,142 
55,453 
64,628,474 
77,878,766 
77,477,781 
78,481,941 
74,826,999 
80,739,899 

118,896,444 



Arriving at tide-water. 



Tons. 



Value. 



611,781 

640,481 

602,128 

669,012 

774,334 

666,626 

836,861 

1,019,094 

1,204,943 

1,362,319 

1,744,283 

1,447,905 

1,579,946 

2,033,863 

1,977,151 

2,234,822 



$21,822,354 
23,038,510 
20,163,199 
23,213,573 
27,225,322 
22,751,013 
28,453,408 
34,183,167 
45,452,321 
51,105,256 
73,092,414 
50,883,907 
52,375,521 
55,474,637 
53,927,508 
66,893,102 



The following table exhibits the proportion of each class of property 
coming to tide-water. That going west was chiefly merchandise: 



Years. 



1835 
1836 

1837, 
1838, 
1839, 
1840, 
1841, 
1842, 
1843 
1844, 
1845, 
1846, 
1847, 
1848, 
1849, 
1850, 
1851 
1852 



The forest. 



Ton 
540 
473 
385 
400 
377 
321 
449 
321 
416 
545 
607 
603 
6G6 
603 
665 
947 
913 
1,064 



s. 

,202 

,668 

,017 

,877 

,720 

,709 

,095 

,480 

,173 

',202 

;930 

,010 

,113 

,272 

,547 

,768 

,267 

,677 



Agriculture. 



Tons. 

170,945 

173,000 

151,499 

182,142 

163,785 

302,356 

270,240 

293,177 

346,140 

378,714 

447,627 

628,454 

897.717 

685,896 

769,600 

743,2.32 

891,418 

989,268 



Manufac- 
tures. 



Merchan- 
dise. 



T071S. 


Tons. 


8,848 


2,085 


12,906 
10,124 


1,176 
354 


8,487 


298 


8,565 


499 


8,665 
17,891 


104 
155 


16,015 


185 


29,493 


201 


32,334 
49,812 


245 
253 


46,076 
51,632 


1,796 
4,831 


44,867 
44,288 


6,343 

5,873 


39,669 


7,105 


42,302 


4,580 


47,512 


10,605 



Other ar- 
ticles. 



Tons. 

31,102 

35,597 

64,777 

48,977 

51,559 

36,178 

36,953 

35,769 

44,854 

62,599 

99,321 

82,982 

124,090 

107,527 

94,638 

113,273 

115,581 

122,760 



COLONIAL AND LAKE TRADE. 



799 



The following table shows the character, quantit}^ and valL^.e of the 
property coming to tide-w^ater on the State canals during the year 1851 : 



Articles. 



Quantity. 



Tons. 



Vah 



The Forest. 

Fur and peltry pounds . 

Boajds and scantling feet. 

Shingles M , 

Timber cubic feet . 

Staves pounds . 

Wood cords . 

Ashes, pot and psarl barrels. 



484,000 

427,038,600 

47,900 

4,237,750 

155,304,000 

8,726 

29.084 



Total of the forest. 



*,^griculture. 

Pork barrels. 

Beef do. . 

Bacon pounds. 

Cheese do. . . 

Butter do . . . 

Lard 



.do. 



Lard oil gallons . 

Wool pounds. 

Hides do. . . 



Tallow do. . . 

Flour barrels. 

Wheat bushels. 

Rye 



Corn do . . . 

Corn meal barrels. 

Barley bushels . 

Oats do. . , 

Bran and shipstufFs pounds. 

Peas and beans bushels. 

Potatoes do. . , 

Dried fruit pounds. 

Cotton do. . . 

Unmanufactured tobacco do. . , 

Hemp do. . . 

Clovei and grass seed do. . . 

Flaxseed do . . , 

Hops do . . . 



Total agriculture 



JManufadures. 

Domestic spirits gallons 

Beer barrels 

Oil meal and cake pounds 

Starch do. . 

Leather do. . 

Furniture do . . 

Agricultural implements do. . 

Bar and pig lead do. . 

Pig iron do. . 

Castings do. . 

Machines, and parts thereof do. . 

Bloom and bar iron do, . 

Iron ware ,..,... .do . . 



45,019 

76,344 

10,904,000 

25,602,000 

9,568,000 

10,814,000 

240,800 

10,518,000 

572,000 

244,000 

3,358,403 

3,163,666 

288,679 

7,915,474 

7,065 

1,809,417 

3,594,313 

44,036,000 

127,500 

599,950 

1,424,000 

220,000 

3,702,000 

1,160,000 

534,000 

122,000 

552,000 



2,787,600 

56 

6,810,000 

2,560,000 

8,204,000 

1,046,000 

320,000 

36,000 

5,916,000 

2,448,000 

148.000 

33,350.000 

4,000 



242 
711,731 

7,185 
84,755 
77,652 
24,432 

7,271 



913,268 



7,203 

12,215 

5,452 

12,801 

4,783 

5,407 

1,204 

5,259 

286 

122 

362,714 

94,910 

8,083 

221,633 

763 

43,426 

57,509 

22,018 

3,825 

17,949 

712 

110 

1,851 

580 

267 

61 

276 



891,420 



13,938 

9 

3,405 

1,280 

4,102 

523 

160 

8 

2,958 

1,224 

74 

16,675 

2 



$605,200 
7,213,226 
203,971 
505,251 
737,686 
53,591 
841,731 



10,160,656 



663,898 

468,054 

980,966 

1,663,606 

1,338,997 

973,324 

' 168,537 

4,101,415 

68,434 

16,976 

13,436,542 

3,0 1,110 

186,986 

4,427,175 

20,172 

1,429,332 

1,348.019 

352,285 

141,698 

341,531 

114,108 

23,994 

813,712 

75,469 

39,876 

2,426 

146,287 



J6,394,913 



627,406 

315 

85,150 

135,732 

1,230,384 

104,385 

15,842 

820 

59,158 

73,438 

14,931 

666,993 

111 



800 



ANDREWS REPORT ON 

STATEMENT— Continued. 



Articles. 



Domestic woollens pounds. 

Domestic cottons do . . , 

Domestic salt do . . , 



Total manufactures. 



Merchandise . 



Other articles. 

Live cattle, hogs and sheep lbs. 

Stone, lime and clay do. 

Gypsum do. 

Eggs do. 

Mineral coal do . 

Fish do. 

Copper ore do . 

Sundries do . 



Total other articles. 



Grand total 



Quantity. 



824,000 

2,248,000 

12,816,000 



9,160,000 



8P8,000 

86,286,000 

3,242,000 

3,676 000 

26,110,000 

170,000 

418,000 

110,392,000 



Tons. 



412 

1,124 

6,408 



52,302 



4,580 



434 

43,143 

1,621 

1,838 

13,055 

85 

209 

55,196 



115,581 



1,977,151 



Value. 



$725,819 

539,312 

56,387 



4,335,783 



329,423 



26,100 

122,000 

6,475 

220,652 

58,753 

7,101 

62,667 

2,202,985 



2,706,733 



53,927,508 



Besides this array of tonnage arriving at tide-water on the canals, 
there was, in 1851, of the same classes of property, to the amount of 
$8,332,441 landed at Troy and Albany by railway from the west. 
There also went west by railway from Albany and Troy 29,112 tons 
of merchandise, furniture, and other property. 

From the foregoing statements it may be seen that all the property 
from the Canadas via Lake Champlain, and all that from the western 
States via the canals or central line of railways, destined for New York 
or Boston, must pass through these tide-water ports, which it rarely 
does without being either transhipped or handled sufficiently to pay a 
tribute to the commerce of some one of them. 

Albany and Troy are advantageously connected with Boston, New 
York, and the lakes Ontario and Erie by excellent water and railway 
routes, and, from present appearances, must continue to increase in 
commercial wealth and importance so long as the Atlantic cities on 
the one hand and the west on the other maintain and multiply their 
present traffic with each other. 



COLONIAL AND LAKE TRADE. 



801 



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51 



802 



ANDREWS' REPORT ON 



Statement of the comparative value of property sent from the seaboard to the 
interior via the St. Lawrence, the Hudson, and the Mississippi. 



Years. 


St. Lawrence. 


Hudson. 


Mississippi. 


1851 


#10,956,793 


#80,739,899 
74,826,999 
78,481,941 
77,477,781 
77,878,766 
64,628,474 
55,453,998 
53,142,403 
42,258,488 
32,314,798 
56,798,447 


#38,874,782 
33,667,325 
30,152,091 
28,141,317 
27,667,512 
21,668,823 
21,035,030 
23,480,217 
24.510 045 


1850 


1849 ■ 




1848 




1847 




1846 o 




1845 




1844 




1843 




1842 




24,093,570 
30,768,966 


1841 











There should be added to the foregoing table, in order to exhibit 
fairly the tonnage of the New York or Erie route, the amount of freight 
carried to and taken from tide-water by the several lines of railway. 
The following is the estimated business, in tons, taken from official 
sources, of the Northern or Ogdensburg, the New York Central, and 
the New York and Erie lines. These different lines landed at tide- 
water, in the aggregate, 228,107 tons, valued at $11,405,350 ; and 
took from thence to the interior 89,112 tons, valued at $44,556,000. 



COLONIAL AND LAKE TRADE. 



^03 



Comparatwe statement showing an estimate of the tons af some of the 'prin- 
cipal articles landed at tide-water^ and going from thence to the interior, 
via the different routes, in 1851. 



Articles, 


St. Lawrence. 


Hudson. 


Sew Orleans. 




Tons up. 


Tons down. 


Tons up. 


Tons down. 


Tons down. 


Tltc Fvrest. 


10,220 

1,725 

76 

90 


62,351 

9,895 

217 

9,177 




711,731 

84,755 
7,185 

77,652 

242 

7,271 

362,714 

94,910 

221,633 

57,509 
8,083 

43,426 

17,949 
110 
580 
5,259 
1,838 
3,405 
1,851 

12,215 
7,203 
5,452 
4,784 

12,801 

5.407 

122 

13,938 

1,204 
4,102 

8 




Timber 






Shincrlps ................. 




2 


Staves 




58 552 


Furs 




500 


Ashes. . . . « 


7 

2,177 

821 

171 

1.501 

38 

43 

110 


5,576 

70,966 

16,867 

3,052 

1,746 

284 

69 

403 






■Agriculture, 
fjour 




100 1*^8 


"Wheat 




5 10^ 






109 989 


Oats. 




6 949 


Rve ...» 






Barley 






Pntatop*? ....... .... ... 




22,809 
321,566 


Cotton 




Hemp 


2 


74 
15 




2' 858 


Wool 






Ego-s 








Oifcake 












52 


135 

89 

3,454 

164 

i,122 

37 

150 

413 

649 
6 




54 187 


Beef 




9,077 


Pork 


'" 1,399 
1,635 




47 205 


Bacon 




37 291 


Butter. 




2 '417 


Cheese 




1 811 


Lard 






22,766 
196 


Tallow 


30 

230 
25 




Manufactures. 
Whiskev, 




29,271, 
2 117 




Leather 






Lead 


...................... 




9,592 


Bailroad iron 


27,994 
14,179 
9,794 
1,563 
1,745 
3,596 
398 
7,297 
9,054 


! 


Pig iron 


66 




2,958 

16,675 

1,224 


62 


Blooms 






Castinffs 


77 






Nails and soikes 






Sugar 




i 


118,273 
91,500 


Molasses 


1 
134 

86 


i 


Salt 




6,408 
13,055 




Coal 




85 000 


Furniture 


1,465 
349,230 
117,266 




Merchandise 


15,295 
12,510 


923 

141,412 


4,580 

74,722 




Sundries 


152,350 






Total tons 


120,779 


329,621 


467,961 


1,977,151 


1 292 670 







These figures show correctly the tonnage arrivrag at and departing 
from tide-water on the Hudson by canal, and that jDassing up and down 
the St. Lawrence canals, during the past year. Upon the Mississippi 



804 



ANDREWS REPaRT ON 



routes the estimates are based upon the best data obtainable. There 
are no means at hand of estimating with any probable degree of accu- 
racy the "up" tonnage of the Mississippi. With these additions, the 
following table would show the comparative movement upon the dif- 
ferent routes : 



Comparative statement showing tonnage and value of mercha?idise sent from 
and received at seaboard hy way of the New York canals and St. Laiv- 
rence and Mississippi rivers for 1851. 



Tons, 



Value. 



Doivnward. 



New York canals,. . 
Now York railroads. 

St. Lawrence 

Mississippi 



Upward. 



New York canals . . . 
New York railroads. 

St. Lawrence 

Mississippi 



1.977,151 

'228; 107 

329,621 

1,292,670 



467,961 
89,112 



$53,727,508 

11,405,350 

9,153,580 

108,051,708 



80.739,S93' 
44^556,000 
10,956,793 

38,874,782 



The movement on the Pennsylvania line is not entered in the com- 
parative statement, because only the through-tonnage, which is sup- 
posed to be represented by the amount transported over the Portage rail- 
road, is shown. The amount of this tonnage going east upon this road 
for 1851 was 13,696 tons, valued at $125,000 ; total tonnage going 
west, 10,961 tons, valued at $2,779,731. The tonnage of the public 
works of Pennsylvania having an eastern direction is derived chiefly 
from the produce of the State, which is of great magnitude and im- 
portance. For this trade there are two outlets — one by the Columbia 
railroad, and one by the Tide-water canal, the returns of the tonnage 
of which will be found annexed. 

Tahular statement showing the value of property received at seaboard hy the 

foregoing routes. 



Years. 


St. Lawrence. 


Hudson. 


Mississippi. 


1851 


$9,153,580 


$53,927,508 
55,474,637 
52,375,521 
50,883,907 
73,092,414 
51,105,256 
45,452,321 
34,183,167 
28,453,408 
22,751,013 
27,225,322 


$108,051,708 

106,924,083 

96,897,873 

81,989,692 

79 779 151 


1850 


1849 




1848,. 




1847 




1846 




90,033,256 
77,193,464 


1845 




1844 




57.196 122 


1843... 




60,094,716 


1842 




53,782,054 


1841 




45,716,045 










484,924,474 


857,658,164 



COLONIAL AND LAKE TRADE. 



805 



The movements for the past year upon the St. Lawrence and Portage 
routes only are given, for the want of convenient data. The down- 
ward tonnage upon the St. Lawrence canals for 1850 was 212,135, 
against 329,621 for 1851, upon which the above estimate is made. 

The tonnage is estimated to correspond in value with the estimated 
value of similar articles on the Erie canal. 

Statement ef p'opeT^ty sent westward from Philadelphia hy railroad in 



Articles. 



Amount. 



Agricultural productions not specified » pounds. 

Barley » barrels. 

Cotton pounds. 

Hemp do. . . 

Hops o . . .do. . . 

Potatoes , , bushels. 

Seeds do. . . 

Tobacco, not manufactured pounds. 

Wheat. bushels. 

Hides, dry pounds. 

Hides, green do . . . 

Leather. do. . . 

Wool . . . , , o do. . - 

Boards, plank, &c feet.. . . 

Ale, beer, and porter barrels. 

Bonnets, boots, &c pounds. 

Chinaware and queensware do. . . 

Coffee. , do. . . 

Drugs and medicines .do . . . 

Dry goods do . . . 

Dyestuffs > . . .do . . . 

Glassware do . . . 

Groceries, , . .do. . . 

Hardware and cutlery do. . . 

Bagging do. . . 

Liquors, foreign gallons. 

Paints pounds. 

Salt bushels. 

Tobacco, manufactured pounds. 

Anvils do. . . 

Coal, mineral tons.. . . 

Copper pounds. 

Gypsum tons. . . . 

Iron, pigs pounds. 

Iron castings do. . . 

iron, bar and sheet do. . . 

Nails and spikes do. . . 

Machinery.. .do. . . 

Spanish whiting do . . . 

Steel do. . . 

Tin do... 

Bacon do. . . 

Cheese do . . . 

^ish barrels. 

Pot, pearl, and soda ash , pounds. 

Marble do... 

Agricultural implements do. . . 

Furniture , do. . . 

Oil (except lard oil) , gallons. 

P^'Psr pounds. 

Ra^gs do... 

Straw paper do. . . 

Tar and rosin do . . . 

Sundries do. .. 



1,422,600 

7,248 

1,631,600 

347,400 

52,000 

1,788 

661 

213,500 

2,637 

1,178,500 

735,000 

684,600 

196,600 

546,000 

1,156 

5,029,500 

5,111,900 

6,851,700 

2,149,200 

36,514,700 

63,500 

166,100 

33,735,800 

10,071,500 

193,900 

38,187 

465,300 

44,558 

151,400 

232,500 

5,162 

76,800 

1,244 

836,400 

2,480,300 

2,801,300 

561,200 

1,089,400 

460,400 

760,600 

1.247,500 

109,300 

257,700 

33,210 

1,726,500 

2,656,000 

7,400 

777,200 

.350,377 

1,981,600 

1,530,900 

10,200 

2,526,100 

3,359,800 



806 



ANDREWS REPORT ON 



Articles. 



Amount. 



Live stock. .poundi 

Number of cars cleared - 

Passengers, miles travelled by emigrants going west 

Amount of toll received , 



73,500 

56,755 

855,456 

^392,764 64 



Statement of property received at Philadelphia hy railroad from the Westf 

in 1851. 



Articles „ 



Amount. 



Agricultural productions not specified pounds. 

Barley bushels. 

Rye 



Corn. . 
Cotton 
Hemp. 



...do., 
•pounds 



Oats bushels. 

Potatoes do . . 

Seeds , . . .. 



.do. 



Tobacco, not manufactured pounds. 

Wheat bushels. 

Deer, buffalo, and moose skins pounds. 

Feathers do. . , 

Furs and peltry do . 

Leather 



.do. 



Wool do. . . 

Bark, ground do. . . 

Boards, plank, &c feet . . . . 

Drugs and medicines pounds. 

Dry g'oods do. . . 

Dyestuffs do . . . 

Earthenware do. . . 

Glassware do. . . 

Hardware and cutlery. do. . . 

Bagging do. . . 

Tobacco, manufactured . . . .do. . . 

Whiskey gallons. 

Coal, mineral tons.. . , 



Copper. 



.pounds. 



Iron, pigs do. 

Iron castings do . . , 

Iron blooms and anchonies do. . . 

Iron, bar and sheet do. . . 

Nails and spikes do . . . 

Machinery do . . . 

Steel do. . , 

Bacon .do. . . 

Beef and pork barrels. 

" Is. 



Butter 



.pounds 



Cheese do . 

Corn-meal barrels. 

Flour do . . , 



Lard and lard oil pounds. 

Soda ashes do . . , 

Tallow do. . 



Furniture do. 

Oil (except lard oil) gallons. 

Pai 



iper. 



.pounds. 



Rags do, 

Straw paper do, 

Live stock do. 

Passengers, miles travelled 



4,142,000 

21,048 

31,193 

464,595 

581,300 

829,600 

451,768 

38,587 

26,039 

6,324,000 

121,656 

463,300 

432,700 

179,600 

3,363,900 

3,344,200 

3,064,600 

4,551,100 

48,400 

1,465,200 

377,800 

215,800 

425,500 

589,800 

46,300 

1,500 

632,362 

3,104 

156,100 

2,479,900 

156,100 

1,335,900 

9,071,700 

1,759,100 

71,600 

9,400 

11,693,500 

4,543 

1,917,700 

8,000 

6,220 

315,257 

3,817,200 

131,000 

292,200 

638,000 

1,862 

891,100 

811,800 

986,700 

7,594,700 

4,264,463 



COLONIAL AND LAKE TRADE. 



807 



Com/pa7'ative statemejit of %upwar^ tolls on the Susquehanna and Tide-water 

canals. 



Articles. 



Ale barrels. 

Ashes, soda and other pounds. 

Boats cleared number. 

Baco^^, pork, beef. .pounds. 

Bone' dust, guano do. . . 

Bricks do. . . 

Burr-blocks, cement, mill-stones do. . . 

Clay, German and fire 

Cotton pounds. 

Cheese do. . . 

CofFee do. . . 

Fish - - . , barrels. 

Grindstones pounds. 

Glass 

Hides pounds. 

Iron do. . . 



Iron ore do. . . 

Iron castings do. . . 

Leather do. . . 

Marble , do. . . 

Merchandise not specified do. . . 

Nails kegs . 

Passengers number. 

Plaster tons. 

Salt bushels. 

Soapstone. pounds. 

Sand do. . . 



Sundries .do. . . 

Tar, rosin, pitch barrels. 

Wheat bushels . 



1849. 



292,687 
4,676 

662,261 

564,146 
,245,595 
,927,245 
,328,767 

290,125 



23,270 

185,879 



,050,837 
264,420 
,009,498 



29. 



562,045 

"11,790 

4,779 

109 

10,694 

173,050 

806,155 

569,290 

,016,229 

2,528 

19,545 



1850. 



1,189,017 

4,613 

1,117,541 

765,265 

1,478,669 

6,738,287 

1,437,938 

92,396 



23,193 
170,945 



4,658,855 



1,072,053 



618,487 

30,835,069 

5,865 

89 

9,286 

138,214 

1,448,255 

421,061 

1,133,393 

3,535 

461 



1851. 



15,237 



894,428 

936,548 

187,642 

966,212 

132,936 

37,295 

2,122,062 

22,367 

219,500 

182,236 

1,368,293 

1,283,130 



1,854,261 

22,322 

656,070 

31,944,140 

5,415 

132 

8,103 

129,278 

1,310,400 

563,483 

1,098,226 

3,658 

8,277 



808 



ANDREWS REPORT ON 



Comparative statement of downward tolls on the Susquehanna and Tide- 

water canals* 



Articles. 



1849. 



1850. 



1851 



Agricultural products not specified pounds. 

Bacon and beef do.. 

Bark cords. 

Boats number. 

Bricks, fire and common do . . 

Butter, cheese, lard, and tallow pounds. 

Coal, anthracite tons. 

Coal, bituminous do.. 

Charcoal , pounds. 

Corn and other grain bushels. 

Flour barrels . 

Ice pounds. 

Iron, bar and railroad, and nails tons. 

Iron, bloom, tons, 2,464 pounds. 

Iron ore tons. 

Iron, pig and cast do.. 

Leather pounds. 

Lime bushels. 

Limestone perches . 

Liquors, domestic . . * barrels. 

Live stock pounds. 

Locust treenails do . . 

Lumber, sawed sup. feet. 

Lumber, maple, cherry, and walnut do . . 

Merchandise and manufactures not specified 

Poles, hoop number. 

Passengers do . . 

Rags pounds . 

Seeds, flax, grass, &c bushels. 

Shingles number , 

Slate, roofing tons. 

Staves number . 

Sumac, shaved and ground bark pounds. 

Timber cubic feet . 

Tobacco pounds . 

Wheat bushels. 

Wood cords . 

Wool pounds. 



620,003 

259,632 

3,304 

6,173 

1,128,193 

382,803 

107,638 

20,640 

1,005,000 

508,897 

86,458 



332,242 
11,711 

2,654 

6,169 

307,950 

388,512 
109,611 
17,679 
30,000 
109,691 
108,227 



3,212 

2,095 

2,188 

25,409 

1,260,689 

183,970 

9,258 

24,050 

54,375 

59,750 

52,344,215 

270,478 

571,916 

320,700 

1,377 

212,479 

16,427 

9,049,585 

646 

898,600 

472,374 

89,417 

66,356 

840,575 

1,436 



2,188 

357 

17,839 

868,325 

290,167 

9,300 

18,265 

15,200 

246,180 

62,686,416 

395,225 

1,104,740 

326,307 

2,009 

278,633 

8,259 

8,850,636 

945 

952,270 

184,322 

24,076 

49,134 

1,131,767 

3,218 

55,484 



1,307,017 

2,312,093 

3,026 

6,861 

485,695 

783,789 

129,276 

20,673 



591,105 

142,362 

526,400 

4,128 

1,984 

1,135 

17,860 

891,811 

349,281 

5,548 

17,312 

19,000 

280,000 

77,182,255 

217,618 

1,539,971 

516,790 

818 

318,133 

14,004 

8,775,615 

604 

755,030 

305,742 

24,070 

633,366 

1,032,450 

3,573 



Value of produce received via canals on the Hudsmi^ and at New Orleans 
via Mississippi, with United States exports and imports. 



Years. 



1840 
1842 
1845 
1848 
1850 
1851 
1852 



New York canals, 
at tide-water. 



^23,213,572 
22,751,013 
45,452,321 

50,883,907 
55,480,941 
53,927,508 
66,893,102 



At New Orleans. 



$45,716,045 
'57,199,122 
70,779,151 
96,897,873 
106,924,083 
108,051,708 



Total. 



$68,467,508 
102,651,443 
130,663,058 
152,378,814 
160,851,591 
174,944,810 



COLONIAL AND LAKE TRADE. 809 

INTERNAL TRADE OF THE UNITED STATES. 

Under this title an estimate will be formed of the aggregate value of 
the lake and river commerce of 1851, and also an estimate of the value 
of the entire coasting, canal and railway commerce of the United States 
for 1852. It will readily be perceived that all our commerce, which 
is not composed of transactions with foreign countries, properly comes 
under the head of ''internal" or " domestic" commerce, as it is a trade 
or system of exchanges which exists among ourselves, and through 
w^hich we are enabled to consume so large a share of our own produc- 
tions. 

It is very probable, especially in domestic trade, that the same mer- 
chandise or produce may enter into the computation of the aggregate 
for the whole country several different times ,* but the fact that it is 
obliged to pay a commercial tribute at every point where it is handled, 
sold, or exchanged, in the shape of commissions, storage, cartage, 
cooperage, insurance, etc., renders it as appropriately a portion of the 
commerce of the place where its value is enhanced by these expenses, 
as though they occurred each time in foreign countries. Thus, a com- 
putation of the value of the entire commerce of the world would show 
the value of the imports and exports at each and every port of all 
countries ; and yet such a computation would scarcely give any definite 
idea of the true " money value" or "quantity" of the property enter- 
ing into one exchange ; or, in other words, the proportion of the aggre- 
gate productions of the world which are exchanged or put into a 
market previous to consumption. In these estimates, therefore, the 
gross value of the domestic trade will be considered, and if the results 
arrived at be correct, they should nearly correspond with the aggregate 
business transacted by all the commercial houses in the country. 

It has been shown that the domestic or coastwise trade of the lakes 
in 1851 was valued at ^314,473,458. As it is usual for prices of all 
agricultural produce to fluctuate, it is important to know the quantity 
as well as value composing the commerce, in order to decide upon the 
actual increase or decrease of production. The returns of the district 
of " Buffalo creek" show the tons of property composing the imports 
and exports at that port ; and as the commerce of that district is a 
very fair representation of the character of the whole lake commerce, 
the tonnage, the value per ton, of the commerce of that port will be 
used as a basis in ascertaining the tons of the lake commerce. In this 
way, the average value of exports and imports is ascertained to be 
$79 19 per ton, which into $314,473,458, as above, gives 3,971,126 
tons as the gross imports and exports at all the lake ports. The 
licensed American tonnage engaged in this trade was 2] 5,975 measured 
tons, which into 3,971,126 tons, gives a fraction over eighteen gross 
tons per ton measurement, or eighteen tons, as it may be called for 
convenience, received and discharged per ton licensed. Applying this 
rule to the tonnage of the Mississippi and its tributaries, with an addi- 
tion of twenty-five per cent, in consideration that the river tonnage is 
employed the whole year, instead of eight to nine months as on the 
lakes, will show an approximation to the gross tons of the river com- 
merce. Mr. Corwin's report on the "Steam-marine of the Interior" 



810 

states the river tonnage at 135,560 measured tons, which multiplied by 
twenty-four, gives 3,253,440 tons. Adding one-fourth, 813,360 tons, 
to this amount for flat and keel-boat transportation, and the aggre- 
gate is 4,066,800 gross tons. The average value per ton of such prop- 
erty received at New Orleans during the year ending August 31, 1852, 
was $83 58, which is assumed as a fair representative value of the 
whole trade. The gross value of the river commerce in 1851 was 
$339,502,744; and the total of lake and river, according to these 
estimates, $653,976,202. 

None of the enrolled and licensed tonnage of the United States is 
engaged in foreign trade. It amounted in 1851 to 2,046,132 tons, 
87,476 of which was engaged in the cod-fisheries, 50,539 tons in the 
mackerel fisheries, and 1,854,318 tons in the " coasting trade." The 
tonnage of the lakes and rivers is all included in the "coasting trade," 
as classified in the treasury returns. The treasury returns for 1852 
show that the aggregate registered, enrolled, and licensed tonnage has 
been augmented since June 30, 1851, by amount ten per cent. If this 
increase of ten per cent, be added to 1,854,318 tons, an aggregate is 
arrived at for 1852, of 2,039,749 tons of shipping employed in our 
domestic "carrying trade" or "exchanges," besides considerable regis- 
tered tonnage which frequently enters the coasting trade between the 
Atlantic ports and those on the Gulf and the Pacific. It should be 
remarked here that a large proportion of this tonnage is sail, and, there- 
fore, incapable of as frequent trips as steam. An investigation, how- 
ever, shows that there is very little difference in the carrying capacity 
per ton measurement; as the fuel and machinery of steamers take up 
so much room, and add so largely to the weight, that but a small pro- 
portion of freight is required to put a steamer in the " passage trade" 
in "running trim." Hence, the annual "carrying trade" of a large 
steamer is generally less per ton measurement than that of a sailing 
vessel. As some of this coasting tonnage is employed only in summer 
months, but the major portion of it during the whole 5^ear, the capacity 
per ton measurement will be assumed in this estimate at 20 gross tons. 
This forms an aggregate of property received and discharged, in the 
transaction of our domestic trade, of 40,794,980 tons ; which estimated 
at the mean value ($81 36) per ton of the lake and river commerce of 
1851, would constitute a gross sum of $3,319,039,372. 

The canal commerce of the United States is prosecuted upon about 
3,000 miles of canal, which, excluding the coal trade, cleared and 
landed an average of about 6,000 tons per mile. The New York State 
canals averaged, in clearances and landings, about 9,000 tons per mile, 
but this is above the average for all the canals. At 6,000 tons per 
mile, 3,000 miles give 18,000,000 tons, valued at $66 the ton, and 
forming a gross sum of $1,188,000,000. 

There are also completed in this country, 13,315 miles of railway; 
but as 2,500 miles have been opened since January 1, 1852, only 10,815 
miles can be considered as having participated in the trade of 1852. 
Several of the longest freight lines have received and delivered an 
aggregate amounting to an average of 2,000 tons per mile; but as many 
other lines do a comparatively hght freighting business, the average as- 
sumed will be, 1,000 tons per mile, or a gross business of 10,815,000 



COLONIAL AND LAKE TRADE. 



811 



tons, which, from the general character of railway freight, as being of 
a lighter and more costly character than water freight, may be valued 
at $100 the ton : this would give an aggregate of gross railway com- 
merce amounting to $1,081,500,000. 

This is undoubtedly a very unsatisfactory way of computing the 
value of our domestic trade, but, until better data can be arrived at, 
the fairness of this statement cannot be denied ; and it is only put forth 
as the nearest approximation that can be made to accuracy, under our 
present system of internal trade returns, in the hope that the startling 
results here obtained may arouse those interested in this important 
trade to a full investigation of the subject by the collection of authentic 
data. 

It has been customary heretofore, in making up these or similar esti- 
mates, to call the net money-value of property one-half the gross 
amount. Though this process may correctly denote the number of 
tons transported, it will by no means decide that the same property 
has not entered and re-entered, several times, into the general account, 
as it moved from point to point in search of a consumer. For conve- 
nience, however, the following tabular statements, showing the gross 
and net tons and value, are presented : 



1851. 


NET. 


GROSS. 


Tons. 


Value. 


Tons. 


Value. 




1,985,563 
2,033,400 


$157,236,729 
169,751,372 


3,971,126 

4,066,800 


$314,473,458 
339,502,744 


River commerce. 






AfiffifreflfEite. .«.•...<• 


4,018,963 


326,988,101 


8,037,926 


653 976 202 







Estimate of 1852. 


NET. 


GROSS. 


Tons. 


Value. 


Tons. 


Value. 




20,397,490 
9,000,000 
5,407,500 


$1,659,519,686 
594,000,000 
540,750,000 


40,794,980 
18,000,000 
10,815,000 


$3,319,039,372 
1 188 000 000 


Canal commerce 


Railway commerce 


1,081,500,000 




Affffreffate 


34,804,990 


2,794,269,686 


69,609,980 


5,588,539,372 





The returns already made from some of the lake ports indicate an 
increase over 1851 of over twenty-five per cent, in value of trade, and 
twenty per cent, increase of tonnage. 

This commerce and its necessities have occasioned the construction 
in the United States of nearly twenty thousand miles of magnetic tele- 
graph, at a cost of little less than $6,000,000. 

Comment upon such facts as are here presented will readily suggest 
themselves to the minds of all intelligent men. It will be seen that 
our domestic commerce is of incalculable value to us, even as repre- 



812 Andrews' report on 

sented by the " coasting" trade ; but when to this is added the value 
of our whale, cod, and mackerel fisheries, and our California trade, 
that is carried on in registered bottoms, its magnitude will be still more 
astonishing. The fact that our domestic exchanges amount, by sale 
and resale, and by the additional value gained by the labor bestowed in 
transportation, sale, &c., annually to OYQvfive thousand million dollars, as 
the sura upon which one commission or profit is paid, and that in this 
ti'ade is employed actively and profitably over two million tons of ship- 
ping, which cost not less than one hundred and twenty million dollars, 
three thousand miles of canal, thirteen thousand miles of railway, and 
twenty thousand miles of telegraph, costing about four hundred and 
fifty million dollars, is one calculated not only to astonish, but to excite 
admiration of the energy, industry, and enterprise which, in i^D short a 
period, have achieved this high position. 



INDEX. 



INTRODUCTORY. 

Instructions from the Secretary of the Treasury ~ 1 

Necessity for a well organized system 2 

Works containing valuable information on statistics 3 

Progressive emigration from the Old World to the New 3 

Gross amount of lake trade from 1841 to 1851, inclusive 4 

Trade of the Erie canal from 1835 to 1851, inclusive 4 

Total amount of wheat and flour by the New York canals in 1851 .. .>...,..,.. 5 

Total tonnage on all the New York canals from 1836 to 1851, inclusive 5 

Waters of the great lakes and the St. Lawrence 5 

Importance of improvement of the navigation of the St. Lawrence and the Wel- 

land and St. Lawrence canals 5 

Harbor accommodations on the lakes 6 

Commerce of Chicago, Buffalo, Oswego, &c 6 

Public meeting held at Milwaukie in 1837 , 6 

Necessity for the construction of harbors on the lakes 6 

Necessity for marine hospitals at commercial ports upon the lakes 7 

Chain of communication through the great lakes yet to be supplied 7 

Importance of the construction and completion of canals uniting the lakes and 

rivers 8 

Railroad interests of tlie west 8 

Ignorance of the resources of the west to support railroads 8 

Artificial channels created by modern commerce 9 

Distances from New Orleans to New York, Philadelphia, Baltimore, and Boston. . 9 
Distances from Quebec to Boston, New York, Philadelphia, Baltimore, and New 

Orleans « 9 

Extent of railroads constructed and in course of construction ; cost of the 

same 10 

European loans of money on railroads 10 

Bancroft and Heeren on ancient and modern navigation 11 

THE TRADE, COMMERCE, AND NAVIGATION OF THE BRITISH NORTH 

AMERICAN COLONIES. 

Inquiries with reference to the British North American colonies ; their foreign, 

internal, and intercolonial trade, commerce, navigation, &c 12 

Attention invited to sketch of early history of Nova Scotia and New Brunswick, 

by Dr. Charles T. Jackson and Mr. Alger, of Boston 12 

Possessions of Great Britain in North America 13 

Area of British North American provinces 13 

Population of British North American provinces in 1851 13 

Birth-place of Canadian population 14 

Value of exports from the British North American colonies in 1806, 1831, and 

1851 14 

Outward tonnage, by sea, in 1806, 1831, and 1851 14, 15 

Ship building in the North American colonies 15 



814 INDEX. 

Page. 
Aggregate tonnage since 1800 » » l5 

Value of total exports from Canada for 1851 16 

Principal articles and values of imports into Canada by the river St. Lawrence, 

for the year 1851 1? 

Principal articles and values of exports from Canada to other countries, (princi- 
pally Great Britain,) for the year 1851 17 

Statement exhibiting the natural products, domestic manufactures, and foreign 

goods imported into the colonies from the United States for 1851 18 

Aggregate of colonial imports from Great Britain, the United States, and other 

countries, for 1851 IS 

Aggregate of colonial exports to Great Britain, the United States, and other 

countries, for 1851 19 

COLONIAL TRADE IN 185L 

Canada — imports, exports, new ships built at Quebec ... 6 19 

New Brunswick — imports, exports, new ships * 19 

Nova Scotia — imports, exports , 19 

Newfoundland — imports, exports « 19 

Prince Edward island — imports, exports, new shipping. * * » i 20 

Negotiations for free trade between the United States and the colonies 20 

Bill of the House of Representatives, in 1848, for reciprocal free trade with 

Canada 21 

Agricultural abstract — Upper and Lower Canada 22 

Abstract of the cereal produce of the United States in 1851 23 

Total quantity and value of cereals exported from the United States in 1851 24 

Account of the quantities of wheat, barley, and oats, imported into England, 
Ireland, and Scotland, from the United States, Canada, France, &c., for 

the years 1849, 1850 25 

Abstract consumption of foreign grain, from 1847 to 1850, inclusive 27 

Abstract of grain imported, from 1846 to 1850, inclusive 27 

Flour and wheat exported from Canada in 1850 and 1851 27 

Total quantity of wheat, flour, rye, oats, &c., imported into the United States 

from Canada in the year ending June 30, 1852 27 

Total domestic flour, &c., exported from the United States to the British North 

American colonies 28 

Greater interest of Canada West in free intercourse v^^ith the United States than 

Canada East — origin, language, geographical position, &c 28 

Principal articles and values imported into Canada from the United States in the 

year 1851 29 

Principal articles and values exported from Canada to the United States in the 

year 1851 ,... 30 

Inland trade between Canada and the United States — tonnage inward and out- 
ward 30 

Revenue collected in the different districts of the United States bordering on Can- 
ada, from 1849 to 1851, inclusive 31 

Propositions for reciprocal free trade and free navigation 31 

Importance of a free participation in the sea fisheries near the shores of the colo- 
nies 32 

Cruisers fitted out by the colonial governments to prevent American fishing 

within certain limits 33 

Necessity of a naval force of the Federal government on the colonial coasts 33 

Benefits to the United States from the colonial trade 34 



INDEX. 



PART I. 



PART 11. 



816 



Page. 



The deep-sea fisheries— Bay of Fundy, coast of Nova Scotia, Grand Bank of New- 

foundiand, Guif of St. Lawrence, &c 35 

Hardship of the prohibition to American vessels of fishing within three miles of 

the colonial coasts ^ 35 

Benefits which would result from permission to cure fish on the coasts of the pro- 
vinces c 36, 37 

Navigation of the St. Lawrence 38 

French fisheries at Newfoundland 38 

Law of France granting bounties to the sea fisheries 38 

Law of the National Assembly of July 22, 1851 39 

Bounties to the crew 39 

Bounties on the products of the fisheries 39 

Bounty on cod livers , 39 

Effect of the treaty of Paris of 1824 40 



The trade of the lakes 41 

.Difiiculty of obtaining information of the trade and commerce of the lakes 41 

Necessity of legal provision for obtaining information . . , , 41 

Organization of a statistical office recommended 42 

Benefits of reliable statistical data 42 

Reasons why inland navigation requires aid from the public — its influence on na- 
tional prosperity 43, 4 

Extent of the coast line of lake trade 45 

Statistics of measurement of the lakes , 45 

Whole traffic of the great lakes for 1851 45 

Difference of amount of traffic in the years 1841 and 1851 4G 

Statistics of the steam marine of the United States for 1851. 47 

Distribution of steamers in the basin of the lakes ■> 47 

Number of steamers on each lake , 47 

Population and tonnage of the N. E. States and the N. Yi. States, with their per 

cent, increase 48 

Area and population to the square mile of the middle and northwestern States.. . 48 
Entire amount of appropriations by government, to 1851, for the benefit of rivers 

and harbors since its organization 49 

Loss of life and property on the lakes from 1848 to 1851, inclusive 49 

Losses on the Atlantic, Gulf of Mexico, and Pacific coasts in 1851 50 

Losses on the lakes of vessels and lives in 1851 50 

Expediency and justice of protection and encouragement to internal navigation 

and inland commerce 

Lake navigation and exports from 1679 to 1851 — population, tonnage, &c. 51 

Commerce of Ohio with the interior by canals, railways, &c 52 

Railways to the interior, canals, projected railways, &c 53 

Illinois and Michigan canal and Chicago and Galena railroad 54 

Valuation of real estate and personal property in Cook county from 1847 to 1851, 

inclusive • •• 54 



816 INDEX. 

Page. 

Population and valuation of property of Chicago from 1840 to 1851, inclusive. ... 54 

Growth of population of the cities of New York, Boston, Philadelphia, Cincinnati, 

Buffalo, Oswego, Albany, Chicago, and St. Louis, from 1800 to 1850 54 

Ratio of increase of population 55 

Effects of railroads and canals in increasing and spreading population 55 

THE LAKE DISTRICTS. 

Statistical statements of the Canadian and domestic trade 56 

No. 1. — District of Vermont — 

Lake Champlain ; its length and breadth, islands, affluents, canals, &c 56 

Description of the coasts of Lake Champlain 57 

Burlington, the port of entry of the district 57 

Aggregate amount of trade and commerce of Lake Champlain in 1851 58 

Canadian trade of Vermont for the years 1850 and 1851 , , . 58 

Tonnage m the Canadian trade for 1850 and 1851 « 58 

Value of produce, domestic and foreign, imported from and exported to Canada. . 59 
No. 2. — District of Champlain — 

Plattsburg, the port of entry — latitude, longitude, population, &c 59 

Situation of the district, its towns, villages, harbors, &c « , 59 

Canadian trade of the district of Champlain for the years 1850 and 1851 60 

Tonnage enrolled, June 30, 1851 , 60 

Imports and exports in American and British vessels 60, 61 

No. 3. — District of Oswegatchie — 

Ogdensburg, the port of entry — latitude, longitude, population, &c 61 

Description of the district, its towns, villages, ports, &c 61 

Ogdensburg railroad — important facilities for travel, freight, &c 61 

Comparative statistics of imports of the coasting trade of Ogdensburg from 1847 

to 1851, inclusive 62 

Coastwise exports from 1847 to 1851, inclusive 63 

Estimated value of imports and exports for the years above named 63 

Inward and outward bound vessels for the years 1850, 1851 63 

Abstract of the number of vessels, tonnage, and men employed upon the same, 

which entered and cleared from the port of Ogdensburg, distinguishing 

American from British vessels, during the years 1850 and 1851 64 

Canadian trade in 1851 — imports and exports in American and British vessels. ... 64 

Duty collected on imports in American and British vessels 64 

No. 4. — District of Cape Vincent — 

Cape Vincent, the port of entry — latitude, longitude, population, &c 65 

Description of the district, its coasts, ports, &c 65 

Imports and exports to and from Canada in 1850 and 1851 65 

Enrolled tonnage of the district in 1850, 1851 65 

Canadian trade — tonnage inward and outward. 66 

No. 5. — District of Sackett's Harbor — 

Sackett's Harbor, the port of entry — latitude, longitude, population, &c. 66 

Description of the district, coast line, shippmg places 66 

Situation of the port of Sackett's Harbor, its advantages, decline in commerce 

since 1846 66 

Values of the commerce of the district from 1846 to 1851, inclusive 67 

Reasons for the decline of commerce in the district 67 

Exports coastwise for 1847 and 1851 68 

Coastwise importations for 1847 and 1851 68 

Enrolled tonnage, steam and sail, for 1850, 1851 69 



INDEX. 817 

Page. 

Entrances and clearances, American and British vessels, for the year 1851 69 

No. 6. — District of Oswego — 

Oswego the port of entry — latitude, longitude, population 69 

Description of the district of Oswego ; its advantages for coastwise and Cana- 
dian commerce 69, 70 

City and harbor of Oswego ; improvements; further improvements recommended. . 70 

Oswego canal ; Syracuse and Oswego railway 70 

Traffic in some of the leading articles of importation by lake during 1849, 

' 1850, 1851 71 

Articles received from Canada, during the same period 71 

Capacity of the Oswego flouring mills 71 

Canadian commerce for 1851 72 

Coastwise imports, coastwise exports, and foreign commerce at the port of 

Oswego for the year 1851 72 

Enrolled and licensed tonnage, entrances, and clearances, for the years 1850, 

1851 72 

Canadian trade in 1851 — imports in American and British vessels 73 

Exports of foreign produce and manufactures, and domestic produce and manufac- 
tures, in American and British vessels 73 

Imports at the district of Oswego, coastv/ise, during the year ending Decem- 
ber 31, 1851 

Exports coastwise, from the district of Oswego, during the year ending De- 
cember 31, 1851 75 

No. 7. — District of Genesee — 

Rochester the port of entry — latitude, longitude, population 75 

Limited commerce of Genesee district 76 

Canadian commerce of the district for 1850, 1851 76 

Amount of tonnage entered and cleared at Rochester in 1850, 1851 76 

Foreign and domestic goods exported to Canada 76 

Foreign and domestic goods imported from Canada 77 

No. 8. — District of Niagara — 

Lewiston, the port of entry — latitude, longitude, population 77 

Extent of the district and situation of Lewiston 77 

Intended suspension bridge across the Niagara river near Lewiston 77, 78 

Commerce of the district during the year 1851 78 

Tonnage employed in the district for 1850, 1851 78 

Comparative foreign commerce for 1847, 1850, 1851 79 

Canadian trade in 1851 79 

Exports of foreign goods and domestic produce and manufacture 79 

Statement of men and tonnage employed in the Canadian trade with the district. 80 

No. 9.— District of Buffalo Creek- 
Buffalo the port of entry — latitude, longitude, population 80 

Extent of coast-line ; ports, &c 80 

Increase of commerce of Buffalo Creek ; terminations of railways, &c 80, 81 

Tonawanda ; its situation and facilities for commerce 81 

Black Rock — returns of trade and commerce of the lakes at this point for 

1850, 1851 81 

Dunkirk — its situation and harbor ; commerce 82 

City of Buffalo — increase of population ; commanding business situation 82 

Harbor of Buffalo ; accommodation and security of vessels 82 

Improvements in progress and contemplated 83 

Terminus of canals and railways at Buffalo ; dry-dock, &c 83 

52 



818 iNi^Esr. 

Commerce and tonnage of BiilTalo « 84 

Increase of commerce from 183D to 1851 ^ 84 

Articles shipped eastv^ard from Buffalo, by canal, from 1835 to 1851, inclusive., . 8& 

Actual increase of trade and articles received at Buffalo from 1848 to 1851, 

inclusive , 86 

Imports and exports for 1851 j Canadian trade^ &c .....<.......</ 36/ 87 

Tonnage for 1851; crews; British and American vessels ■ 87 

Coasting trade for 1851; increase of 1851 ..,..,, t,.„ 87 

Present population of Buffalo — their occupations, &.c 88 

Statement of property shipped westward from the principal ports in the district of 

Buffalo Creek during the year ending December 31 ^ 1851 89' 

Statement of property, moving eastward, received at Buffalo, coastwise and from 
Canada, for the year 1851; showing the kind& of property, and quantities 
of each kind, from each American port and Canada , 90 — 103' 

Statement showing the estimated value of each aggregate of the several articles- 
received at each of the several ports in the district of Buffalo Creek coast- 
wise and from Canada, and total values of all, for the year ending the 31st 
December, 1851 104—114 

Aggregate quantitea and aggregate value of each article received at Buffalo, Dun-- 

kirk, and Tono.wanda - 115 — 117- 

Recapitulation showing the total value and quantity of all property received from 
and shipped tathe westward, in the district o-f Buffala Creek ,• during the 
year ending" December 31, 1851 , , c 117 

An account of the principal articles of foreign produce, grawth, and manufacture^ 
exported to the British Narth American coIonies,^ in British and American 
vessels-, from the district of BuSalo Creek, for the year ending December 
31, 1851. 118 

An account of the principal articles of the growth, produce, and manufacture o-f 
the United States, exported from the district of Buffalo Creek to the British 
North American co-lonies, in British' and American vessels,- for the year 
ending December 31, 1851 -. r 119" 

An account of the principal articles- of foreign* produce and manufacture, with the 
values and amount of duty, entitled to drawback, exported to the British 
North American colonies, in British and American vessels, during the year 
ending December 31, 1851 120' 

An account of the principal articles ^ quantities, and values, imported into the dis- 
trict of Buffalo Creek, from the British North American colonies, in Amer- 
ican and British vessels, with the amount ef duty received, for the year 
ending December 31, 1851 121 

Statement of Canadian produce imported inta the district of Buffalo Creek, for 
warehouse and for transportation in bond to- the port oS New York, for 
exportation to foreign countries,, during the year ending December Sly 
. 1851 122 

Statement of Canadian produce imported into the district of Buffalo Creek, dur- 
ing the year ending December 31 , 1851, (being free of duty) ,-. 122- 

Statement of the foreign and coasting vessels, tonnage, &c., entered and clieared 

from the port of Buffalo,for the year ending December 31, 1851 123 

Statement of the number and tonnage of American vessels trading at the port of 

Buffalo Creek, during the year ending December 31, 1851 123- 

A statement of the vessels and tonnage which entered into, and cleared from, the 
British North American colonies, at the district of Buffalo Greek, for the 
year ending December 31, 1851,.distinguishing British- from American, and 
^ from sailing vessels -<r 124 



Page. 
1^0. lD.'~l!)istrict of Presque Isle-'— 

£lric, Pennsylvania, the port of entry — latitude, longitude, population. ...-,...». 124 
Extent of the district ef Presque Me; shipping points; distance from Buffalo, 

Cleveland, Harrisburg, and Washington, D. C. » Iii4 

Feninsula of Presqu-e Isle, its harbor ; Peny's fleet built there ; naval depot-. , . ., 125 
Canal from Erie to Beaver connects it with the coal regions ef Pennsylvania ; 

agricultural resources t » , 125 

fmports and exports> coastwise and foreign-, for 1851. , 125 

Character and quantity of some ef the chief articles of export, and comparative 

increase and decrease in the years 1845, 1846-, and 1851 ,...■» 126 

t^Janadian trade in 1851 j in American and British vessels , ] 26 

Exports of domestic produce and manufacture, in American and British vessels. . 127 

Tonnage-, inVard and outward, of American and British vessels, steam and sail 327 

Lake receipts coastwise at the pert of Erie^ Pennsylvania, in 1851 127 

Shipments coastwise at the port of Erie, Pennsylvania, in 1851 ,...,..,. ^, ^ 128 

No. 11.' — District of Cuyahoga—^ 

Cleveland, Ohio, the port of entry -^latitude, lengitudc, population . ............. i28 

Extent of the district. -.. 128 

Back country of the district ; natiare of its exports c 129 

Railways and canals passing through the district . . . -. , 129 

Ashtabula ; its commerce for the year 1851 • , 129 

<Dunningham's Harbor ; Madison Dock ; Fairport ; Black River , , 130 

City of Cleveland ; distance from Pittsburg, Columbus, Buffalo, Detroit, Wash- 
ington, .^ 130 

tJrowth and population of the city of Cleveland from 1799 to 1851. .. .^ ...... .. 130 

Harbor of Cleveland ; its accommodations for vessels 131 

Commerce of Caj-ahoga district ; imports and exports, ceastwise and foreign. .-. , 131 

'Comparative business of Cleveland for the years 1847, 1848, and 1851 132 

Imports and exports for 1847, 1848-, 1851 132 

Whole number of entrances and clearances coastwise, for 1850, and 185 1 132 

Canadian trade in 1851 ; imports and exports in American and British vessels. . .-, 333 
Abstract of -duties received from imports or merchandise in American and for- 
eign vessels during 1850 ,133 

'Statem.ent ef the foreign trade -of the district of Cayahoga, showing the num- 
ber of vessels, tonnage, and number of crew, engaged during the years 

- 1850, 1851 ,...,, , 134 

Entrances and clearances in 1850, 1851 — coasting trade ^ ...... , 134 

Exhibit of the coasting trade of the district ef Cuyahoga, duriiig the j^-ear 

1851— exports 134, 135 

■Exhibit of the coasting ti-ad-3 of tlie district of Caj-ahoga, during the year 

1851 — imports , ., 12€ 

jVo. 12.' — District of Sandusky, Ohio-— 
-Sandusky City., the port of entry — latitude, longitude, population. . . .^ ... .,. . ., 137 
-Extent of district; ports of Vermillion, -Huron, Milan, Sandusky, Venice, Fre- 
mont, Portage Piaster Bed, and Port CiintoE . . . . , 137 

Vermillion ; its situation and commerce ., 137 

Huron ; its situation ; ship-canal ; commerce in 1847. ., 137 

Milan ; its commerce in -1851 .-, .-. ., . . „ ...,.., r , 138 

Sandusky, the port of entry ; its bay „ ., 138 

-Sandusky City ; distance from Cleveland, Columbus, and Washington ; its situa- 
tion 13y 

Mad River and Lake Erie railroad ; Sandusky, Mansfield-, and Nev/ark raihvay.. 138 



8.20 INDEX. 

Ta.ge, 

Total commerce of Sandusky in 1851 138 

Quantity of wheat shipped from Sandusky to Canadian ports in 1851. 133 

Comparative table showing the principal exports from Sandusky for the years 

1849, 1850, 1851 139 

Fremont ; its commerce in 1850, 1851 -.. 140 

Venice ; its shipments of flour in 1851 140 

Portage Plaster Bed ; shipments of plaster in 1851 1 40 

Port Clinton ; imports and exports in 1851 1 40 

Kelly's, Cunningham's, Put-in Bay ; Perry's engagement in their vicinity 140 

Commerce of the district in 1850, 1851 ; entrances and clearances ; increase ..... 141 
Principal articles of export from the important ports in the? district, during the 

years 1847 and 1851 141 

Abstract of value of domestic exports of the district to Canada, duriiig the years 

1849, 1850 141 

Canadian trade in 1851 ; imports and exports in American and British vessels. . . . 142 

Tonnage of American and British vessels, steam and sail 142 

Imports coastwise into the district of Sandusky during- the year ending Decem- 
ber 31, 1851 143 

Exports coastwise from the district of Sandusky, during the year ending Decem- 
ber 31, 1851 — destined mostly for the eastern market - 144 

No. 13.— District of Miami, Ohio- 
Toledo, the port of entry — latitude, longitude, population 145 

Extent of the district ; ports of Manhattan, Toledo, Maumee, and Perrysbiirg ». , . 145 

Commerce of Perrysburg ; imports and exports 145 

Commerce of Maumee city ; imports and exports 145 

Situation of Toledo ; its advantages 14S 

Lines of railroad connecting with Toledo 146 

Commerce of Toledo for 1847 and 1851 145, 147 

Enrolled and licensed tonnage for 1851 147 

Canadian trade in 1851 ; imports and exports in American and British vessels. ... 147 
Tonnage, inward and outward, of American and British vessels, steam and sail. . 148 
Statement showing the principal articles, their quantity and value, imported coast- 
wise into the port of Toledo during the year ending December 31, 1851 .... 148 
Statement of the principal articles, their quantity and value, exported coastwise 

from the port of Toledo during the year ending December 31, 1851 149 

No. 14.— District of Detroit- 
City of Detroit, the port of entry — latitude, longitude, population 150 

Extent of coast-line of the district 150 

Commercial advantages of the State of Michigan 151 

Rivers of Michigan; flour and wheat exported 151 

Monroe; its population; eventual importance for a large amount of trade 151 

Valuable business of the ports of Gibraltar, Trenton, Port Huron, Newport, and 

St. Clair 152 

St. Clair flats; obstacles to the free navigation of the Great Lakes 152 

Importance of improvement of the St. Clair flats ] 52 

Port of Saginaw; its exports of lumber 153 

Ports of Grand Haven, St. Joseph's, and New Buffalo, on Lake Michigan. 153 

Cily of Detroit; its beauty and convenience; distance from Buffalo, Mackinaw, 

New York, and Washington 153 

Detroit river; cultivation of its shores; agricultural products; fish; game, &c. . . . 153 

Commercial returns of Detroit; imports and exports, coastwise and foreign 154 

Tonnage of the port of Detroit; clearances and entrances for 1850, 1851; increase 154 



INDEX. 821 

Page . 

Business of the district in 1847 ] 55 

Great Western railway; the Lake Shore road 155 

Enrolled and licensed tonnage of the district for 1851 155 

Canadian trade in 1851 — imports and exports in American and British vessels. . , . 155 
Tonnage, inward and outward, of American and British vessels, steam and sail. . 156 
Imports coastwise into the port of Detroit during the year 1851, with their value 156 
Exports coastwise from the port of Detroit during the year 1851, with their esti- 
mated value 157 

Statement of freight carried over the Michigan Central Railroad during the year 

ending December 31, 1851, in tons and thousandths 159 

No. 15, — District of Michilimackinac — 

Mackinaw, the port of entry — latitude, longitude, population 160 

Coast-line of the district; the most extensive 160 

The country explored and mapped by French Jesuits two centuries ago 160 

Influence on the commercial affairs of this continent; its facilities for navigation; 

productiveness of its fisheries; resources of its forests 160 

Manitowoc; its population and trade; exports and imports 161 

Port of Two Rivers; its productions 161 

Commerce of Two Rivers in 1851 ; imports and exports 162 

Green Bay; improvement of the navigation of Fox river 162 

Fort Craw^ford; distance from St. Louis, Burlington, Iowa, Galena, Illinois, Du- 
buque, Iowa, Prairie du Chien, St. Paul's, Minnesota Territory, and the 

Falls of St. Anthony 162 

Advantages of inland steam navigation 163 

Business of Green Bay for 1851 ; imports and exports 163 

Oconto, Peshtego, and Menomonee rivers; course and trade of the river Me- 

nomonee 164 

White Fish, Escanaba, 'knd Fort rivers 164 

The Monistique river; business of the islands of Lake Michigan 164 

North and South Manitous; Mormon settlement 164 

Mackinac island; missionary settlement first established by the French Jesuits; 

Gibraltar of the lakes; war of 1812 164 

Traffic of Mackinac; imports for 1850, 1851 165 

Sault Ste. Marie; distance from Mackinac, Detroit, and Washington. . . . -. 165 

Importance and advantages of a ship canal across the Sault Ste. Marie 165 

Transportation of vessels by horse power over the portage 4 166 

Facilities and materials for constructing a canal around the rapids 166 

Wise and prudent policy should the United States government cause the canal to 

be constructed 166 

Estimated business of Lake Superior for 1851 167 

Length, breadth, area, &c., of Lake Superior 167 

Streams flowing into Lake Superior 167 

Places of business on Lake Superior; mineral produce <» 168 

Vessels taken across the portage, by man and horse power, with supplies, and 

returning with ores and metal .....i. 168 

Enrolled tonnage for the Mackinac district; inaccuracy of the returns 168 

Canada trade in 1851; imports; duty collected 168 

No. 16. — District of Milwaukie — 

Milwaukie, the port of entry — latitude, longitude, population 168 

Coast-line of the district; ports of Sheybogan, Port Washington, Kenosha, Ra- 
cine, and Milwaukie 169 

Imports and exports of Sheybogan for 1851 169 



822 INDEX. 

Pag-e. 

Port Washington; imports and exports for 1851 , 169 

Kenosha; imports and exports for 1851 16'9 

Racine; population; imports and exports for 1851 170 

Milwaukie; good harbor; the city and population 179 

Commerce in 1851; imports and exports 170 

Commerce of the whole district; imports and exports 170 

Enrolled and licensed tonnage in 1851 171 

Business of the district in some prominent articles of trade; comparative trade of 

the port of entry for the years 1850, 1851 171 

Statement showing the principal articles of export and import, coastwise, in the 

district of Milwaukie, during the year 1851 , 172 

No. 17. — District of Chicago — 

Chicago, the port of entry — latitude, longitude, population. 173 

Extent of coast-line of the district; ports of Michigan City, Waukegan, and 

Chicago 173 

Michigan City; its commerce; Michigan Central railway 173 

Waukegan; fertile country; entrances during the year 1851 173 

Commerce of Waukegan ; leading articles of import and export 173 

Exports ; total commerce of Waukegan 174 

City of Chicago ; its population ; advantages for commerce 174 

Illinois and Michigan canal ; connexion with St. Louis 174 

Galena and Chicago Union railway ; Chicago and Rock Island road 174 

Increase of population of Chicago from 1840 to January, 1852 175 

Commerce of Chicago from 1836 to 1851, inclusive 175 

Leading articles and quantities exported from 1842 to 1847, inclusive.. 175 

Importations of lumber from 1847 to 1851, inclusive 176 

Articles of export from 1847 to 1851, inclusive 176 

Canadian trade in 1851 ; exports of domestic produce and manufacture ; imports.. 176 

Course of the Illinois and Michigan canal ; tolls from 1848 to 1851, inclusive.. . . . 1T7 

Commerce of the port of Chicago in 1851 ^ 177 

Reasons for the difference in value of imports and exports 177 

Amount of lumber received at and shipped from Chicago in 1851 178 

Amount of beef slaughtered and packed in Chicago in 1851. 178 

Wool-growing in Illinois ; exports of 1851 « 178 

Pork-packing ; hemp and tobacco , 178 

Arrivals at Chicago for 185] ; enrolled tonnage of the district. 178 

Quantity and value of the principal articles of export and impoi't coastwise at the 

port of Chicago during the year 1851 179 

THE LAKES. 

Difference of characteristics of the various districts ; proposed sketch of the lake 

region 180 

LAKE CHAMPLAIN. 

Situation of Lake Champlain ; its length and breadth ; principal feeders 180 

New York and Vermont shores of the lake ; opposite characteristics; lumber and 

iron ; value of its commerce in 1846, 1847, 1851 180 

Avenues and outlets of the trade of Lake Champlain 181 



INBEX, 3?3 



LAKE ONTARIO. 



Pas 



Lengt'h, breadtli, and depth of Lake Ontorio ; height above the sea, and area in 

square miles 181 

Principal tribataries of Lake Ontario ; its natural outlet 181 

Shores of the lake ; populous and productive 181 

Southern shore ; large salt district ; internal communication ; abundant water- 
power - 181 

Avenues and outlets of the lake .* 181 

Communication with the Gulf of St, Lawrence and important haxbors on the 

Atlantic 182 

Ycdue of the commerce of Lake Ontario for 1851 .^ « ^ 182 

LAKE ERIE., 

Latitude, lo'ngltude, length, breadth, and depth of the lake ....o ......«., . 182 

Situation of Lake Erie ; its character and commercial advantages 182 

Description of the country around Lake Erie ; its natural and cultivated products 182 

Tributaries of the lake ; the Detroit river its most important affluent 183 

The Niagara river, the natural outlet of Lake Erie, o . . . . « 183 

Conriexi on of Lake Erie with Lake Ontario 183 

Artificial outlets of the lake ; the Weliand canal, the Erie canal, &c * . .^ i83 

Land steam transportation, connecting with New York, Canada West, Ohio, &c. 184 

Estimated value of the commerce of Lake Erie ■; licensed tosinage of the lake. . . . 184 

iAKE ST.- CLAIRo 

Description of the lak-e ^ its principal tributaries ^ .»..,.. 184 

Commerce of Lake St. Clair ; ship-building., &,c 185 

Necessity of appropriations by Congress for the r.emoval of obstructions in Lake 

St. Clair and Lake St. George * ..<. 185 

LAKE HURON. 

Situation of the lake t its length and breadth ,,.... , 185 

Numerous islands ; elevation of the surface of the lake ; depth 185 

Great Georgian bay; naval and military station of Pen etanguishene ; settlements-; 

Indian reserves ; fort of Hudson Bay Company ; Saginaw bay. 186 

Harbors on Lake Huron ; Thunder bay and Saginaw bay 186 

Communication with the Atlantic seaboard by railways 186 

LAKE MICHIGAN. 

Situation of the lake ; latitude and longitude ; its length, breadth, and depth. ... I8B 

Green bay ; its length and breadth ; principal affluent 187 

Principal tributaries of Lake Michigan , 187 

Boundaries of the lake ; their products 187 

Internal communications ; canals and railways 187 

LAKE SUPERIOR.. 

Boundaries of the lake ; sterility of lands adjoining 188 

Tributary rivers ; abundance of water-power 188 

Immense amount of native copper ; first discovered by the French Jesuits 188 

Ancient mines rediscovered ; isles Royale and Michipicoton 188 



824 INDEX. 



Sault Ste. Marie, the only inlet for merchandise ; great advantages of a channel 

around the Sault 189' 

Essay on the geology, mineralogy, and topography of the lands around Lake Su- 
perior, by C. T. Jackson, M. D 189' 

Description of the lake ; its latitude and longitude ; length, breadth, and depth. . 189^ 

The coast of Lake Superior ; its coves and harbors 190 

Dangers of crossing the lake in boats or small craft , , 190 

Canadian shore of the lake ; th^ southern shore 190 

Coast of Isle Royale ; good boat harbors ; Siskawit bay 191 

Healthfulness of the climate of Lake Superior ; severity of the winter ; tempera- 
ture of the waters of the lake 191 

Transportation of rocks and native copper by the action of drifting ice ; migration 

of animals on the ice ^ 191 

Early French explorers ; mines discovered by the drift ice 192 

Geological survey of the territory ordered by the government of the United States 192 

Form of construction of a canal around the falls of the Sault Ste. Marie 192 

Necessity and advantages of a ship canal between Lake Superior and the lower 

lakes , 192 

Connexion of Hudson's bay with Lake Superior 193 

Public faith in the value of mineral productions , „ 193 

Rocks of Lake Superior land district 193 

Sandstones of Lake Superior equivalent to those of Nova Scotia 194 

Chocolate, Carp, and Dead rivers ; mountains of iron ore > 194 

Granitic and sienite rocks ; whetstone slate on Keweenaw bay ; red sandstone to 

BeteGris , 194 

Trap-rocks at Lac la Belle and Mount Houghton 195 

Description of Lac la Belle and its coasts 195 

Copper Harbor ; black oxide of copper found there. , 195 

Valuable vein of native copper found near Eagle river 195 

The North American Company ; South Cliff mine 196 

The Northwest Company ; valuable mine at Eagle Harbor. , 196 

The Forsyth mine ; specimens to be seen at the Smithsonian Institute „ 197 

Native copper at Keweenaw Point and Isle Royale 197 

Washington Harbor, on Phelps's Island ; native copper found there 198 

Siskawit bay ; valuable fishing station 198 

Agriculture in the vicinity of the copper mines 199 

Forests on the coasts of the lake ; growth of timber 199 

Northern or British shore of Lake Superior ; its mines 199 

Description of the rocks and minerals of Lake Superior , . 200 

British government surveys in Canada 201 

General view of the lakes 201 

Benefit of the lakes to the commerce of the United States 201 

Commerce of the lakes in 1851 202 

Coasting trade of the lakes ; exports and imports.. 202 

Value of tJie coastwise exports of the lakes , . . ., , » 202 

Amount of grain transported during the season of 1851 202 

Statement exhibiting the trade and tonnage, American and Canadian, the tonnage 
enrolled, and the amount of duties collected in each of the collection dis- 
tricts on the lakes, and the aggreg'ates of the whole lake commerce, for the 

year ending December 31, 1851 203— 2a'> 

Statement showing the quantity and value of the principal articles imported into 
each collection district on the lake frontier, from Canada, during the year 
ending December 31, 1851 206—210 



INDEX. 825 

Page. 

Statement exhibiting the quantity and value of some of the principal articles of 

domestic produce and manufactures exported from the collection districts 

on the lake frontier to Canada during the year ending December 31, 1851. . 211 — 215 

Statement showing the value of some of the principal articles of foreign merchan- 
dise exported from the collection districts on the lake frontier to Canada 
during the year ending December 31, 1851 216 — 218 

Statement exhibiting the export trade of the collection districts on the lake frontier 

with Canada during the year 1851, distinguishing between foreign and do- 

j mestic produce, and showing what portion of the former was entitled to 

drawback, and whether exported in American or British vessels 219 

Statement giving a tabular view of the Canadian import trade of the lake districts, 
and also the tonnage entering and clearing at each port, distinguishing 
American from British vessels, and steam from sail, during the year ending 
December 31, 1851 220—222 

Property coming from Canada by way of Buffalo Creek, Black Rock, Oswego, and 

Whitehall, during the year 1851 223 

Statement showing the quantity of some of the principal articles exported and 
imported coastwise, in the several collection districts on the lake frontier, 
during the year ending December 31, 1851 224 — 229 



PART IV. 



Railroads and canals of the United States 231 

Necessity for internal improvements to develop the resources of the country 231 

First project for a canal proposed by General Washington 232 

New York the first to open a canal from the Atlantic to the Great West 232 

Adaptability of railroads to the uses of commerce , 223 

New York ; population in 1830, 1840, and 1850 233 

Erie canal ; first proposed to the New York legislature in 1816 233 

Cost of transportation previous to the construction of the canal 234 

Extension of inland navigation through the opening of the Erie canal 234 

Influence of the Erie canal on the prosperity and commerce of the country 235 

Comparative statement showing the tolls, trade, and tonnage of the New York 
State canals, and the progress in commerce, navigation, population, and 
valuation of the four principal Atlantic cities, and the foreign commerce 

of the United States from 1820 to 1851, inclusive 236—239 

Competition between railroads and canals for the internal trade of the country. . . 240 

Enlargement of the Erie canal ; reduction of freight 240 

Champlain canal ; trade of the St. Lawrence 241 

Connexion of Lake Champlain with the St. Lawrence river by means of various 

railroads 241 

Railroad from Albany to Buffalo ; difference in cost of transportation 241 

Connexion with the railroads of the west 242 

Erie railroad and its branches 242 

Branches of the Erie railroad ; facilities for the trade of the west 243 

Albany and Susquehanna railroad ; convenience for western freights 243 

Cost of the public works of New York ; canals and railroads 244 

Railroads from the city of New York to Montreal, Canada 244 

Projected railroad upon the west bank of Lake Champlain 245 

New route between New York and the St. Lawrence river 245 



826 INDEX. 

Page. 

Remarkable topographical f<3atures of the country 245 

Most favorable routes for economical transit 245 

Equal a daptation of the routes to railroads and canals 245 

Railroads from Lake Champlain to the St. Lawrence 246 

Delaware and Hudson cjanal, usefal on account of the coal trade 246 

Railroad lines from Rochester to Olean and Buffalo ; value of the connexion. . . . 246 

Complete system of public works in New York 247 

Connexion witli western harbors by railroads ; consequent reduction in cost of 

transportation.. 247 

RAILROADS OF NEW ENGLAND. 

State of Massachusetts ; population in 1830, 1840, and 1850 247 

State of Vermont ; population in 1830, 1840, and 1850 * . 247 

State of New Hampshire ; population in 1830, 1840, and 1850 247 

The Massachusetts system ; railroads of Massachusetts, New Hampshire, and 

Vermont 248 

The Western railroad ; trade of the interior conducted to Beston 248 

Cause of the resumption of the construction of the Erie railroad by New York. . . . 248 
Productiveness of the Western railroad ; chief instrument in the progress of Mas- 
sachusetts in population, wealth, and commerce 248 

Railroads from Boston to Lake Champlain and tlie St. Lawrence 249 

Difference in cost of canal and railroad transportation 249 

Connexion of railroads forming the line from Boston to Lake Champlain and the 

river St. Lawrence 249 

Railroad connexion with P^Iontreal ; western produce received in the New Eng- 
land States 250 

Progress of New England mainly caused by the construction of railroads 250 

Cost of the various lines of public improvements constructed for the purpose of se- 
curing to Boston the trade of the basin of the St. Lawrence and the west. . 251 
Connecticut and Passumpsic, and the Boston, Concord, and Montreal roads ; junc- 
tion with the Atlantic and St. Lawrence railroads 251 

The Boston and VV^'orcester road ; important communication with the central por- 
tions of the State 251 

The Boston ana Providence road ; popular route to New York 252 

Railroads from Boston eastward ; the Boston and Maine and Eastern roads ; junc- 
tion with the Maine roads .. . . , 252 

Through routes of the State of Massachusetts, the Connecticut River line, "Worces- 
ter and Nashua, Norwich and Worcester, and Providence and Worcester 

roads, &c. 259 

Providence and Concord railroad, in the State of New Hampshire 252 

Railroads in Connecticut and Rhode Island- 
State of Connecticut— population in 1830, 1840, and 1850 253 

State of Rhode Island— population in 1830, 1840, and 1850 253 

New York and New Haven, and the New Haven, Hartford, and Springfield roads. 253 

The Air-line road ; probability of its completion 253 

Tlie Now London and New Haven road ; intended connexion with the Norwich 

and Worcester and Stonington roads 253 

Most popular routes of travel between Boston and New York 254 

Principal railroads lying in Rhode Island 254 

Great line following the Connecticut valley ; intended extension of the St. Law- 
rence and Atlantic railrv»ad. 254 



INDEX. 



827 



Page. 

Railroads in the State of Maine ; population of Maine in 1830, 1840, and 1850.. . 255 

Railroad from Portland to Montreal ; its advantages 255 

Public spirit of the citizens of Portland 256 

Cost of railroad ; subscriptions of the city of Portland by acts of the legislature. . . 256 

Example of the people of Portland worthy of imitation 257 

Portland, Saco and Portsmouth road 257 

Atlantic and St. Lawrence scheme ; stimulus to new efforts 257 

European and North American project o 258 

Great line of railroad, extending from Bangor, Maine, to Halifax, Nova Scotia, . 258 

Kennebec and Portland road, extending from Portland to Augusta 258 

Projected railroad from Bangor to Lincoln, following the Penobscot river 259 

State of New Jersey— population in 1830, 1840, and 1850 259 

Railroads of New Jersey ; the Camden and Amboy, and the New Jersey railroads, 259 
The New Jersey Central railroad ; proposition to connect it with the Sunbury and 

Erie road ; about to be commenced 25.9 

The Morris and Essex railroad ; importance of extending the road into the Lacka- 
wanna valley 

The Union railroad, formerly known as the Patterson, and the Patterson and Ra- 

mapo roads o 260 

Canals of New Jersey ; the Delaware and Raritan canal 260 

Morris and Essex canal, extending from Jersey city to the Delaware river, at 

Easton 261 

State of Pennsylvania ; population in 1830, 1840, and 1851 261 

The great Pennsylvania line of improvement — railroad and canals 261 

Utility of the line of improvement to the city of Philadelphia 262 

Susquehanna division of the Pennsylvania canal , 263 

Delaware division of the Pennsylvania canal 263 

Beaver division of the Pennsylvania canal 263 

The West Branch canal, from Northumberland to Lockhaven 263 

Unproductiveness of State works of Pennsylvania ; causes of failure 264 

Statement showing the length, cost, total revenue, and expenditures of the public 

works of Pennsylvania up to January 1, 1852 , 264 

Private works ; Pennsylvan'a railroad ; its extent and cost ,. . . . 265 

A({vantages as a through route ; favorable character of its western connexions. . . 265 

Importance of the Pennsylvania road to the trade of Philadelphia 266 

Philadelphia and Reading railroad ; its length anS^cost 266 

Philadelphia, Wilmington, and Baltimore railroad 266 

Other railroads in operation in the State 267 

Important works proposed and in progress 267 

The Alleghany Valley road, in progress in the western part of the State 263 

The Hempfield road, in progress, extending from Greensburg to Wheeling 268 

The Pittsburg and Steubenville road ; to connect with the Steubenville and Indi- 
ana road 268 

State of Delaware— ^population in 1830, 1840, and 1850 , 269 

The Newcastle and Frenchtown railroad 269 

Chesapeake and Delaware canal 269 

The Philadelphia, Wilmington, and Baltimore railroad , 269 

State of Maryland— population in 1830, 1840, and 1850 269 

The Baltimore and Ohio railroad ; extent ; estimated cost 270 

Benefits to the city of Baltimore from western trade over the Baltimore and Ohio 

railroad , , 271 

Connexion with the Northwestern railroad and the railroads of Ohio 271 



828 INDEX. 

Page. 

Importance of the local traffic of the road ; the Cumberland coal trade 271 

The Baltimore and Susquehanna railroad and its connexions 272 

Expected benefits to Baltimore from connexion with the Pennsylvania and New 

York public works »,,.... 272 

The Washington branch of the Baltimore and Ohio railroad 273 

Thp Chesapeake and Ohio canal ; its original route ; stock subscribed by the Uni- 
ted States, Washington city, Georgetown, Alexandria, and the State of 

Maryland 273 

Difficulties of construction ; Cumberland coal trade ; capacity of the canal 273 

State of Virginia— population in 1830, 1840, and 1850 274 

Oreat advantages of Virginia for the construction of canals from the waters of the 

Chesapeake to the river Ohio 274 

The James river and Kanawha canal , 274 

Progress of the work ; difficulty of completion 274 

Railroads in Virginia — Central railroad 275 

Virginia and Tennessee railroad 276 

Extent and course of the road ; favorable prospects of trade 276 

Important lines of railroad in Virginia 277 

The South Side and the Richmond and Danville roads 277 

The Seaboard and Roanoke railroad 277 

The Orange and Alexandria and the Manasses Gap railroads 278 

State of North Carolina— population in 1830, 1840, and 1850 278 

Railroads in North Carolina 278 

Wilmington and Weldon road 278 

The Raleigh and Gaston road ; connexion with the North Carolina Central road . 279 
The North Carolina Central railroad ; junction with the Charlotte and South 

Carolina railroad , 279 

State of South Carolina— population in 1830, 1840, and 1850 279 

The South Carolina railroad 279 

Extent and cost of the road ; junction at Augusta with the Georgia railroad 280 

The Charleston and Cincinnati railroad ; difficult}^ of effecting the original scheme 280 

The Louisville and Lexington and the Covington and Lexington railroads 281 

Direct line for a railroad from South Carolina to Cincinnati 281 

The Greenville and Columbia railroad 281 

The Charlotte and South Carolina railroad 282 

The Wilmington and Manchester railroad 282 

The Northeastern road ; junction with the Wilmington and Manchester road. . . . 282 

State of Georgia— population in 1830, 1840, and 1850 283 

Extent, excellence, and successful management of railroads in Georgia 283 

Causes of failure in portions of the South 283 

Causes of success of railroads in Georgia 283 

Principal roads in operation in Georgia 284 

The Central, the Georgia, and the Macon and Western railroads 284 

The Waynesboro', the Southwestern, the Muscogee, and the Atlanta and La 

Grange railroads 284 

Object of the Waynesboro' road ; communication between Savannah and Georgia, 284 

The Southwestern road ; accommodation to the southwestern portion of the State. 285 

The Muscogee road ; connexion with the roads in Alabama 285 

The Atlanta and La Grange road ; connecting link with Alabama 285 

Other important roads in Georgia « 285 

Railroads proposed and contemplated in Georgia » 286 

State of Florida— population in 1830, 1849, and 1850 286 



INDEX. 829 

Page. 
[For works of internal improvement in Florida see Appendix, pp- 681 684.] 

States of Alabama, Mississippi, and Louisiana 286 

Natural and artificial routes of commerce 287 

Advantages of a railroad from the Gulf of Mexico to Lake Michigan 287 

State of Alabama— population in 1830, 1840, and 1850 288 

Mobile and Ohio railroad ; extent and estimated cost. 288 

Importance of the railroad to the whole southern country 288 

The Alabama and Tennessee River railroad ; connexion with the Nashville and 

' Chattanooga road 289 

The Alabama Central railroad, an extension of the Mississippi Southern railroad. 289 
Connexion with the Montgomery and West Point road ; importance as a through 

line of travel 289 

The Girard railroad ; an important extension of the Muscogee and the Georgia 

system of railroads 290 

The Memphis and Charleston railroad ; its route and estimated cost 290 

Advantages of the Memphis and Charleston railroad as an outlet for a portion of 

the Tennessee valley 290 

The Montgomery and West Point railroad ; its important position to the great 

through line of ti'avel between the North and the South 291 

State of Mississippi— population in 1830, 1840, and 1850 291 

The Southern railroad ; its extent and intended route ,...., 291 

Proposed lines of road in Mississippi ; the New Orleans, Jackson, and Northern 

railroad 292 

The Mississippi Central railroad ; proposed junction with the Mobile and Ohio 

road 292 

Proposed road through the northern part of the State 293 

State of Louisiana — population in 1830, 1840, and 1850 293 

Awakened interest of the people of New Orleans to the importance of railroads. . 293 
The New Orleans and Nashville railroad ; intended connexion with railroads South 

and West 293 

The New Orleans and Opelousas railroad ; country traversed in its route 294 

Influence of railroads upon commerce ; superiority of artificial to natural channels, 294 

Constitution of the State remodelled ; extension of aid to railroad projects 295 

State of Texas— population in 1830, 1840, and 1850 295 

Proposed road from Galveston to the Red river, westward of the New Orleans and 

Opelousas railroad 296 

Proposed road to traverse the State from east to west 296 

Other projected railroads in the State of Texas 297 

State of Arkansas— population in 1830, 1840, and ] 850 297 

Inability to construct railroads from scantiness of population 297 

Proposed railroads in the State of Arkansas 297 

State of Tennessee— population in 1830, 1840, and 1850 , 297 

Assistance to railroad companies from the State 298 

The Nashville and Chattanooga railroad ; important connecting link between the 

Northern and Southern States 298 

Railroads of Tennessee ; extent of country traversed by them 299 

East Tennessee and Georgia railroad ; its commencement and terminus 299 

East Tennessee and Virginia railroad ; its profitable use dependant on connexion 

with other roads 299 

The Tennessee and Alabama road ; to connect with the Nashville and Chatta- 
nooga, &c 300 



830 rNBis. 



f: 



affB^ 



The Nashville and Northwestern railroad ; essential to the Tennessee S3'stem bf 

railroads k ^. 300 

The Nashville and Southwestern railroad ; to form a junction with the Mobile and 

Ohio road, &c 4 ^ . ■, o. 300 

The Nashville and Memphis railroad ; its proposed line capable of affording a 

large trade *....*....» ., * 300 

The Nashville and Louisville railroad ; described with the railroads of Kentucky,, 301 

Other projected railroads in Tennessee^ k 6 *, , i . > . . . * 301 

State of Kentucky— population in 1830^ 1840, and 1850 301 

Railroads of Kentucky ; the Louisville and Lexington railroad >.,.,... , 301 

Kentucky stimulated by the example of neighboring States c *, . . . b 302 

The Louisville and Nashville railroad ; its important connexions b 302 

The Covington and Lexington line, connecting with towns in Tennessee , 303 

I^avorable situation of Louisville with reference to the railroads of the Northern 

and Eastern States , 30'3 

The Covington and Lexington; and Danville and Nashville railroad '; its route 

and connexions , 303 

The Maysviile and Lexington railroad ; combination with other reads . . k * * 304 

The Lexington and Big Sandy railroad 5 benefit to the country traversed. ....... i 304 

The Henderson and Nashville railroad ; extension southward of the Wabash 

Valley railroad 304 

The Louisville and Cincinnati railroad ; requisite to the public convenience 805 

State of Ohio— population in 1830, 1840, and 1850 305 

Difference between works of improvement projected in the interior and tho^e con-- 

structed by the Atlantic cities 305 

Improvement of the western States by the construction of canals. «.>,. i,. ...«>... & 306 
Canals of Ohio — 'the Ohio canal ; its extent and route ; towns through which it 

passes ....<...... i 6. .... i .. 6 .....«...»....<, * i » , 30^ 

Branches of the Ohio canal — the Columbus branch ; the Lancaster branch ; the 

Athens extension ; the Zanesville branch; the Walhonding branch ^ 307 

The Miami canal ; its extent and principal toWns through which it passes.. . . . . » 307 

Length and cost of the Ohio canals constructed by the State. . ^ »...., 307 

PiHvate works — the Sandy and Beaver canal ; the Mahoning canal * 307 

Prosperity of the State of Ohio caused by canals. ^ . » 5 <, 308 

Railroads of Ohio — the Little IMiami railroad ; its extent and cost 6 » . 308 

The Mad river and Lake Erie railroad ; junction with th6 Little Miami roadi . . . 308 

The Mansfield and Sandusky railroad .».......* , . > . 308 

The Lake Erie and Kalam.azoo railroad ; junction with the Michigan Southern 

railroad . » 309 

Causes of failure of works of internal improvement in the new States. 309 

Length of railroads in progress and operation in Ohio 310 

Through lines running from north to south 310 

Through lines running from east to west 311 

Ohio and Mississippi railroad ; connexion of St. Louis and Cincinnati ; import- 
ance of the route. » 313 

The Hamilton and Eaton rail-road ; connexion with the Indiana Central and the 

Cincinnati and Chicago roadts 319 

The Greenville and Miami railroad ; the first to connect with the roads of Indiana 313 

The Iron railroad ; probable extension northward 313 

The Cleveland and Mahoning road ; new outlet for the coal fields of the Mahoning 

valley * . . 3l3 

State of Indiana— population in 1830, 1840, and 1850 * . 313 



m&E%, 831 



bnii of inteTnal impfrovenient commenced in 1836 w. . o^ .... . 313 

The Wabash and Erie canal ; its extent and capacity. . . . , 313 

Benefits to the State from the construction of the canal <. 314 

Railroads in Indiana ; increase of trsffid suggestive of lines of improvement. ..... 314 

Indianapolis the point of intersection of several roads «.... 315 

The New Albany and Salem railroad ; communication between the central and 

northern portions of Indiana and the city of Chicago. 3lO 

The Indiana Northern railroad ; communication with the southerly portions of 

, Lakes Erie and Michigan ,.....• ^ 310 

J^roposed railroads in Indiana ; their importance to the conimcjrcial prosperity of 

the State 317 

State of Michigan— population in 1830, 184ff, and 1850 318 

The Michigan central railroad ; its extent o:nd route ; great importance to the 

State « 318 

The Michigan Southern railroad ; sold to a private company ,< 318 

Connexion of the Michigan Southern and Indiana Northern ra;iIroads 5 favorable 

prospects of success << ^ . 3111 

Projected railroad from Green Bay to Lake Superior- 319 

State of Illinois— pol^ulation 183d, 1840, and 1850 " 319 

The Illinois and Michigan canal ; its extent and capacity. .. ^ . i. » 320 

Impulse to the growth and trade of Chicago by the business of the canal , 320 

Railroads in Illinois ; system of improvements first proposed by the State .321 

Commercial advantages of the State of Illinois ,■..,.!...,..<........,..,..,...,. 321 

The city of Chicago, the centre of the railroad system of the State. ............ .321 

The Illinois Cental railroad ; its great extent ; grants of lands by the general gov- 
ernment .- o- ....,...,,... 32^ 

The Galena and Chicago railroad ; junction with the Illinois Central railroad. . . . 322 
The Rock Island and Chicago railroad ; connecting Chicago with the head of 

navigation on the Illinois river. .r ...... , 323 

The Peoria and Oquawka railroad ; proposed extension to Lafayette, or Logans- 
port , , 323 

The Northern Cross railroad ; commencing at Quincy and extending to the In- 
diana State line, near Danville , 323 

The Alton and Sangamon railroad ; outlet from the central portions of the State 

to the Mississippi .•...■ 324 

The Atlantic and Mississippi railroad ; the only link wanting to complete the 

chain of railroads from the Atlantic to the Mississippi 324 

The Terre Haute and Alton railroad ; to promote the increase of the city of Alton 324 

Proposed railroad from Mount Carmel, on the Illinois river^ to Alton ,.,.,. 325 

State of Missouri— population in 1830, 1840, 1850 325 

Aid from the State to construct railroads ; terms on which it was granted , 325^ 

The Pacific and Hannibal and St. Joseph's railroads; amount of loans voted to 

each 32& 

State of Wisconsin— population in 1830, 1840, and 1850 .' 326 

The Milwaukie and Mississippi railroad ; its extent and route ; description of 

country traversed ., , , » 326 

The Fond du Lac and Rock River Valley railroad ; contemplated extaiision to the 

western extremity of Lake Superior. 337 

Works in progress for uniting the Wisconsin and Fox rivers by a canal 327 

State of Iowa — population in 1840 and 1850 ^ 328 

Probability of the early construction of railroads in the State » . . 388 



832 INDEX. 



Page . 
Proposed railroads in Iowa ; from Rock Island to Council BluiFs ; from Dubuque 

to Keokuk ; from Burlington to the Missouri river 328 

RAILROADS IN THE BRITISH PROVINCES. 

Brief notice of the provincial railroads 328 

The St. Lawrence and Atlantic railroad ; connexion with the Atlantic and St. 

Lawrence railroad ; winter outlet for the trade of Montreal 329 

The Quebec and Richmond railroad ; to unite the city of Quebec with Montreal . 329 

Proposed work extending from Montreal to Hamilton 329 

The Great Western railroad ; its extent and nature of country traversed 330 

The Buffalo and Brantford railroad ; Buffalo the best market for the Canadian 

peninsula 330 

The Toronto and Lake Huron railroad ; the shortest line to Lake Superior or 

Lake Michigan 330 

The Lower Provinces — the European and North American railroad c 330 

Project for a railroad from Halifax to Quebec 331 

ECONOMICAL VIEW OF THE RAILROADS OF THE UNITED STATES. 

Occupied area of territory east of the Rocky mountains 331 

Amount of square miles devoted to agriculture ; amount devoted to manufactures 

and commerce , 331 

Necessity of internal improvements for the transportation of produce ; economical 

superiority of railroads 332 

Statement showing the value of a ton of wheat, and one of corn, at given points 

from market, as affected by cost of transportation by railroad, and over the 

ordinary road 333 

Increased value of lands effected by railroads 333 

Saving effected by railroads in the cost of transportation add to the means of the 

people 334 

Great influence exerted by railroads on the value of property 334 

Comparison of the benefits of railroads in the United States with those of railroads 

in England 334 

Actual increase in the value of lands approximately estimated 335 

Great increase in the value of coal or iron lands by the use of railroads 335 

Probable profitable connexion of the coal-fields of Alabama with the Gulf of 

Mexico 336 

INCOME OF OUR RAILROADS. 

Reasons why railroads are beneficial to the productive portions of the country. . . . 336 

Advantages of railroads to new States 337 

Cost, expenses, and income of all the railroads in the State of Massachusetts for 

four years prcvious»to January 1, 1852 337 

The most productive railroads in Massachusetts are those connecting manufac- 
turing and commercial towns 338 

Greater profits on the western and southern than on the eastern roads 338 

MODE OF CONSTRUCTION. 

The construction of a railroad creates opportunities for investment 338 

Readiness of foreign capitalists to loan money on American railroads 339 

Credits furnished by municipal bodies the last to be resorted to 339 



INDEX. 833 

Page . 

Clomparison of tlie earnings of our railroads with the sum necessary to meet the 

interest on the loans 340 

Gross and net earnings of several new roads 340 

Cost of railroads in the United States ; difficulty of arriving at the exact cost of 

roads, excepting in the States of Massachusetts and New York. 340 

Cost of railroads dependent on the character of the country through which they 

pass. .,.., 341 

Railroads in the eastern States more expensive in construction than those in the 

-' southern or western States 341 

Average cost of roads in the eastern States, including New York, New Jersey, 

Pennsylvania, and Maryland. 341 

■Great extent of railroad in Georgia, compared with other southern States 342 

Statement showing the number of miles of railroad in progress and in operation in 

the United States , ., 343—352 



PART V. 

CANADA. 

Area in acres ; Canada East, Canada West ; population in 1851 353 

Importance of Canada from its geographical and commercial position 353 

Extremes of climate in Eastern Canada 353 

Eastern Canada the white-pine-bearing zone of North America 354 

Western Canada; its mild climate; favorable field for agriculture, horticulture, 

&c 354 

Strong military position of Canada 354 

Reference to the map of Thomas C, Keefer, esq., of the basin of the St. Law- 
rence ., <. 355 

COMMERCE OF CANADA. 

The St. Lawrence the only outlet of Canada at the close of the last century 355 

Reefer's Prize Essay upon the Canals of Canada — extracts 355 — 357 

Colonial policy of the British government previous to 1846 358 

Legislative union of the two provinces in 1841 358 

Exports of flour and wheat from Canada West to New York in 1850 358 

Statement showing the relative export of Canadian flour and v/heat inland and by 

sea in 1850 and 1851 359 

Statement showing the amount of Canadian flour and wheat imported, the 
amount bonded for exportation, and the amount entered for consumption 

in 1851 359 

INTERCOLONIAL TRADE. 

Export of flour from Canada, by sea, to the British North American colonies of 

Nova Scotia, New Brunswick, and Newfoundland, since 1844 360 

Amount exported to these colonies, in bond, through 'Ne\Y York and Boston in 

1851 360 

Substitution of Canadian for American flour in the "lower colonies" 360 

Imports of sugar into Canada in 1851 361 

Value of sugar imported by sea into Canada in 1851 361 

53 



834 INDEX. 

Page, 
Imports of sugar into Canada from the British North American colonies in 1849, 

1850, and 1851 361 

THE COMMERCIAL PORTS OF CANADA. 

The city of Quebec — latitude, longitude, and population in 1851 361 

Description of the harbor of Quebec 362 

Tonnage inward and outward, by sea, from Quebec and Montreal, for 1851 363 

Drawbacks to ocean steam navigation 364 

Sea-trade of Canada — timber trade of the country inland 364 

Number and tonnage of vessels inward and outward in Quebec, with the export of 

white pine timber from 1844 to 1851, inclusive 365 

Statement of imports at the port of Quebec from 1841 to 1851, inclusive 365 

Progress of exports inland for^the years 1849, 1850, 1851 366 

Iricrease of the trade of Quebec ; advantages from depth of water 366 

Gross trade of the ports of Montreal and Quebec ; imports and exports for 1851. . 367 

Ship-building in Quebec ; number and cost of vessels built 367 

Trade and tonnage of Quebec and Montreal for the years 1850 and 1851 367 

Value of exports to the colonies by sea and via the United States, for the years 

1849, 1850, and 1851 367 

Summary of the sea and inland trade of Canada, contracted for 1851 ; imports and 

exports , 368 

Imports entered at inland ports compared v/ith those entered at Montreal and 

Quebec 368 

Value of imports from tlie colonies and " other foreign countries " 368 

Arrival of foreign vessels at Quebec in the years 1850, 185] 369 

Port of Montreal — latitude, longitude, and population in 1851 369 

Advantageous position for inland commerce 369 

Description of the quays of Montreal ; protection against the ice of winter and 

spring. 370 

Large and fertile islands contiguous to t'le city of Montreal 371 

Sea tonnage of the port of Prlontreal for the years 1850, 1851 371 

Progressive value of imports and duties collected from 1848 to 1851, inclusive. . . . 371 

Progressive value of exports, by sea and inland, from 1848 to 1851, inclusive. . . . 371 

Countries imported from and the value of imports for 1851 372 

Trade between Montreal and the lower colonies ; value of imports and exports. . 372 
Imports and exports at Montreal and St. John from the United States for the years 

1849, 1850, 1851 373 

Trade of the inland ports ; complicated manner of making the imports 373 

Statement showing the imports from, and exports to, Canada for the year 1851. . 374 
Intercourse between Canada and the United States ; tonnage inward and outward 

in 1851 374 

Comparative values of exports and imports in the years 1849, 1850, 1851 374 

Fi-elative trade with the United States and other countries, at the leading inland 

ports, in the year 1851 375 

Progress of the inland ports, shown by the values on imports from 1848 to 1851, 

inclusive 375 

Principal inland ports upon Lakes Erie and Ontario, the St. Lawrence, and in 

Lower Canada 375 

Dutiable imports (principal articles) into Canada from the United States in 1851. 376 

Exports (principal articles) from Canada to the United States in 1851 377 

.Statement showing Canadian produce, &c., received in bond at New York and 

Boston in 1851 377 



INDEX. 835 

Page. 
Value of goods transported in bond to Canada from New York and Boston in 1851 . 378 

Canadian wheat and flour received and exported at New York in the years 1849, 

1850, 1851 378 

Export of flour and wheat from the United States to the British North American 

colonies 379 

Comparative export of Canadian and American flour to the lower colonies from 

1846 to 1851, inclusive > 379 

Statement of the trade of Canada with all the countries for the years 1849, 1850, 

, and 1851 380 

Summary ; value of imports and exports 380 

Value of transit goods for the United States ; value of ships built for sale at 

Quebec ; gross trade of Canada for 1851 381 

Public works of Canada — canals from tide-water to Lake Ontario ; from Lake On- 
tario to Lake Erie ; cost of navigation , 381 

The St. Lawrence canal : rate of tolls per ton 381 

Projected construction of a ship-canal from the St. Lawrence to Lake Champlain 

by the Canadian government 382 

Progress of leading articles of up and down freight on the Welland canal in 1850 

and 1851 _ 382 

St. Lawrence canal; comparative movement of leading articles for 1850 and 1851; 

up and down trade 383 

Vessels which passed the several canals during the year 1851, British and Ame- 
rican 383 

Total movement on the canals for 1851 and three years previous ; the Welland 

canal, St. Lawrence canal, Chambly canal 384 

Receipts and expenses of 1851; gross tolls of the Vv^'elland and St. Lav/rence canals 

in 1851 384 

Redaction of tolls on the canals from 1845 to 1852 385 

Amount of railroad iron which reached Lake Erie by ca.nals in 1851 385 

Influence of the Welland canal on western tonnage 386 

Effect of the Canadian navigation on the imports of the western States 386 

The Magdalen islands — Amherst island ; distance from Newfoundland and 

Quebec 387 

Excellence of the fisheries around the Magdalen islands 387 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in the trade between the United States and Canada, 
which entered in and cleared from the lake ports annually, from 1833 to 

1851, inclusive 389 

Comparative statement of the total " movement "' of property on the "^Velland, St. 

Lawrence, Chambly, and Burlington bay canals, and St. Anne's Lock, for 

the year 1851 and three years preceding 390 

Statement showing the value of imports into Canada, at each port, in 1651, with 

the countries from Vv'hence and the route by vvhich imported 391, 392 

Statement showing the value of exports from Canada, at each port, in ]851, with 

the countries to which exported .393, 394 

Comparative statement of imports inland, via United States, with imports by sea, 

via St. Lawrence, 1851, distinguishing the principal articles 395 

Value of direct imports from sea at inland ports, via the St. Lawrence, in 1851. . 396, 397 
Comparative statement of imports of leading articles into Canada in 1850- '51, 

showing the countries from whence imported 398 

Comparative statement, showing the total value of imports and exports, at each 

port, in Canada, in the years 1S50 and 1851 399 



836 INDEX. 

Page, 
Comparative statement of exports inland and by sea from Canada in 1851, show- 
ing the principal articles 400 

Statement showing the value of imports, dutiable and free, into Canada from the 
United States, the amount of duties collected, the total value of exports, 
and the tonnage, steam and sail, inward and outward, at each port, in 

1851 401—403 

Comparative statement of the quantity and value of the principal articles of Cana- 
dian produce and manufacture exported during the years 1850 and 1851, 

and indicating to what country exported 404 — 411 

Statement showing the value of the leading dutiable articles imported into Canada 

from the United States, at each port, in 1851 412, 413 

Statement showing the quantity and value of the principal articles exported from 

Canada to the United States, at each port, in 1851 , 414, 415 

Exports of the principal articles of Canadian produce and manufacture to the Uni- 
ted States, by inland routes, in the year 1850 416, 417 

General statement showing imports into the port of Gaspe for the year ending 
January 5, 1852, distinguishing the countries from whence and the route by 

which imported . . ^ 418 

General statement showing imports into the port of New Carlisle, district of 
Gaspe, for the year ending January 5, 1852, distinguishing the countries 

from whence and the rente by which imported. 419 

Abstract of the trade of the port of Qubec, showing the ships and tonnage em- 
ployed, and the relative value of the imports, distinguishing foreign goods 
from goods of British produce and manufacture, during the year ended 

January 5, 1852 420 

Abstract of the trade of the port of Quebec, showing the ships and tonnage em- 
ployed, and the relative value of the exports, distinguishing foreign goods 
from goods of British produce and manufacture, during the year ended De- 
cember 31, 1851 420 

Statement showing exports from Canada to the United States, at the port of Que- 
bec, in the year ending January 5, 1852, distinguishing the amounts car- 
ried in British and American vessels respectively 421 

General statement showing the imports into the port of Quebec for the year end- 
ing January 5, 1852, distinguishing the countries from whence and the 

route by which imported 422, 423 

General statement showing imports into the port of Montreal for the year ending 
January 5, 1852, distinguishing the countries whence and the route by 

which imported 424 — '427 

An account of the staple articles, the produce of Canada, &c., exported in the 

year ended 1851, as compared with the year ended 1850, port of Quebec . . 428 
An account of the staple articles, the produce of Canada, &c., exported in the 
year ended 5th January, 1852, as compared with the year ended 5th Jan- 
uary, 1851, port of Montreal 429, 430 

Goods exported in foreign ships from the port of Montreal, under license from the 

governor general, in the year ending January 5, 1852 43.1 

Statement showing exports from Canada to the United States, at the port of 
Bruce, in the year ending January 5, 1852, distinguishing the amounts car- 
ried in British and American vessels respectively 432 

General statement showing imports into the port of Sault Ste. Marie for the year 
ending January 5, 1852, distinguishing the countries from whence and the 
route by which imported 433 



INDEX. 837 

Page. 

General statement showing imports into the port of Hamilton for the year ending 

January 5, 1852, distinguishing the countries from whence and the route 

by which imported 434 

General statement showing imports into the port of Toronto for the year ending 
January 5, 1852, distinguishing the countries from whence and the route by 
which imported , 435 

General statement showing imports into the port of St. John for the year ending 
January 5, 1852, distinguishing the countries from whence and the route by 
-which imported 436, 437 . 

General statement showing imports into the port of Kingston for the year ending 
January 5, 1852, distinguishing the countries from whence and the route 
by which imported 438 

Abstract of merchandise received from the frontier districts adjoining Canada, and 

re-warehoused in the district of New York, during the year 1851 439 

Abstract of merchandise received from the frontier districts adjoining Canada, 
and re-warehoused in the district of Boston and Charlestown, during the 
year 1851 439 

District of New York. — Abstract of quantity and value of merchandise transported 
in bond to the frontier districts, to be exported to Canada, during the year 
1851 440, 441 

Port of Boston. — Abstract of quantity and value of merchandise transported in 

bond to the frontier districts, to be exported to Canada, during the year 1851 441 

Abstract of the quantity and value of Canadian flour exported from the port of 

Boston to all ports during the year 1851 442 

Abstract of the quantity and value of Canadian flour exported from the port of 

Boston to the British American colonies during the year 1851 442 

Flour and wheat, the produce of Canada, exported from the port of New York to 
the British colonies, &c., in 1851 ; and also the value of all other Canada 
produce exported to the colonies and to Great Britain, &c 442 

Statement of the value and quantity of Canadian flour and grain received in bond 
at the port of New York, and the value and quantity exported, during the 
year 1851 442 

Total amount of wheat and flour in store, December 31, 1851 442 

A comparative statement of the gross and net revenue received from custom du- 
ties in Canada, for the years 1848, 1849 , and 1850 443 

Statement showing the relative amount of business done in American and Cana- 
dian vessels at the undermentioned American ports, at which separate 
statements have been obtained, in 1850 443 

Statistical view of the commerce of Canada, exhibiting the value of exports and 
imports from Great Britain, her colonies, and foreign countries, together 
with the tonnage of vessels arriving and departing, during the year 1850. . 444 



PART VI. 

NEW BRUNSWICK. 

Description of the province of New Brunswick ; its great agricultural capabilities 445 

The bay of Chaleur ; great abundance of fish 446 

The river St. John ; the river Madawaska ; the harbor of St. John ; the river 

Peticodiac 446 

Fine harbors on the coast of New Brunswick ; the harbor of Shediac 447 

Cocagne harbor ; Buctouche harbor ; Richibucto harbor ; the harbor of Miramichi 447 



SS8 INDEX. 

TRADE AND COMMERCE OF NEW BRUNSWICK:. 

Page, 

The harbor of Great Shippigan ; Little Shippigan harbor ; Bathurst harbor 448 

Value of the imports and exports of the whole province in 1849 and 1850 449 

Account of the vessels, and their tonnage, which entered inward and cleared out- 
ward at all the ports of New Brunswick in 1849 and 1850 449 

Number of ships built in New" Brunswick during the years 1849 and 1850 450 

Number and tonnage of vessels owned and registered in New Brunswick in the 

years 1849 and 1850 450 

Abstract of the trade of the port of St. John, showing the ships and tonnage em- 
ployed, and the relative value of the imports, distinguishing foreign goods 
from goods of British produce and manufacture, during the year ending De- 
cember 31, 1850 450 

Abstract of the trade of the port of St. John, showing the ships and tonnage 
cleared outward, and the relative value of the exports, distinguishing for- 
eign goods from goods of British produce and manufacture, during the year 

ending December 31, 1850 451 

Abstract of the trade of the port of St. John, showing the ships and tonnage en- 
tered inward, and the relative value of the imports, distinguishing foreign 
goods from goods of British produce and manufacture, during the year end- 
ing December 31, 1851 451 

Abstract of the trade of the port of St. John, showing the ships and tonnage 
cleared outward, and the relative value of the exports, distinguishing for- 
eign goods from goods of British produce and manufacture, during the year 

ending December 31, 1851 , 452 

Decrease of the imports of St. John and increase of the exports in the year 1851 452 

Account of the timber and lumber cut on American territory and exported to the 

United States in the years 1850 and 1851 452 

Account of the principal articles of colonial produce, grovv^th, and manufacture, 
exported to the United States from the port of St. John, N. B., during the 

year ended December 31, 1851. 453 

Statement in detail of the various articles, the growth, produce, or manufacture of 

the United States, imported into the port of St. John during the year 1850 454, 455 
Detailed statement of the principal articles imported from the United States at 

the port of St. John, in the year 1851 456 

Importation of coals, pitch-pine, &c., from the United States into New Bruns- 
wick 457 

Number and tonnage of new ships built and fitted out at the port of St. John in 

1850 and 1851.= 457 

Number of vessels belonging to the port of St. John in 1850 and 1851 458 

An account of the numbers, tonnage, and men, of vessels that entered inward and 

cleared outward at the port of St. Andrews and its out-bays in 1850 459 

Vessels which enter'ed inward and cleared outward at Miramichi during the years 

1850 and 1851 460 

Exports from Miramichi to the United States in 1851 460 

Imports at the ports of Dalhousie, Bathurst, and Richlbucto, in 1851 460 

Foreign vessels at the port of Piichibucto in 1851, not British 461 

Trade of the colony of New Brunswick for the year 1851 461 

Ships inward and outward in New Brunswick in 1851 461 

Ships and vessels owned in New Brunswick, December 31, 1851 462 

Number of new vessels built in New Brunswick in 1851 462 

Fisheries of ISlew Brunswick in the Bay of Fundy — Grand Manan, Campo Bello ; 

number of vessels and men 462 



INDEX. 839 

Page. 

West Isles •, Harbor of St. John ; Cumberland bay ; number of vessels and men. . 4C3 

The free navigation of the river St. John 463 

Extent and navigable character of the river St. John 463 

Timber and lumber cut on the territory watered by the St. John and its tributaries 464 

Export duty paid on timber and lumber in New Brunswick 464 

Statement of the quantities of timber and lumber floated down the river St. John 

during the season of 1852 465 

Method of floating timber down the river St. John 465 

Grant by the legislature of New Brunswick towards improving the navigation of 

the St. John 4G6 

Quantities pf cattle owned and crops raised in the counties bordering the St. John 

in the year 1850 466 

Value of hackmatac timber for ship building 466 

Sketch of the early history, geology, mineralogy, and topography of the British 

provinces of Nova Scotia and New Brunswick, by Charles T. Jackson, M. D. 467 — 474 

Observations on the geological resources of the province of New Brunswick 474 — 477 

Description of the fossil fishes of the Albert coal mine 477 — 480 

Description of the scales of fossil fishes from the Albert coal mine, vrith analysis 

of the scales 480, 481 

Description of the scales of Paloeonisci from the shales of the Albert coal mine . . . 481 

List of the fossil plants found in the shales of the Albert coal mine 482 

Agricultural resources of New Brunswick and of Nova Scotia 483 

Crops of New Brunswick and Nova Scotia ; cereals best adapted to its soil 484, 485 



PART VII. 



NOVA SCOTIA. 



Capacity and safety of its harbors 487 

Navigation returns of Nova Scotia, ships inward and outward in the years 1849 

and 1850 488 

Aggregate value of imports and exports of Nova Scotia in the years 1849 and 1850. 489 
Quantity and value of all articles, the growth, produce, or manufacture of the 

United States, imported into the colony of Nova Scotia during the year 

1850, with the rate and amount of duty paid thereon 489 

Return showing the ships and tonnage inward, and the value of imports into the 

province of Nova Scotia, during the year 185h 489 

Return showing the ships and tonnage outward, and the value of exports from 

Nova Scotia, during the year 1851 490 

Imports and exports of Nova Scotia for 1849, 1850, and 1851 491 

Articles of the growth, produce, and manufacture of the United States, ijnported 

into Nova Scotia in 1851 491 

Articles of colonial produce, growth, and manufacture exported to the United 

States in 1851 491 

Number of vessels owned and registered in Nova Scotia in 1851 491 

Nimiber of vessels employed in the fisheries of Nova Scotia in 1851 492 

Quantity and value of fish caught during the season of 1851 492 

Census of Nova Scotia in 1851 492 

Number of births, deaths, and marriages in 1850 492 

Number of schools and scholars in the province 492 

Number of religious denominations in Nova Scotia 492 



840 INDEX. 

Pag-e. 

Number of churches, houses, stores, barns, &c., in the province 492 

Quantity of live stock in Nova Scotia in 1850 493 

Quantity of grain and other crops raised in 1850 493 

Number of saw-mills, grist-mills, factories, tanneries, &c., in the province 493 

THE PORT OF HALIFAX. 

Superior facilities of the port of Halifax 493 

Value of imports and exports at the port of Halifax in 1850 494 

Number of ships inward and outward at the port of Halifax in 1850 494 

Description and value of merchandise imported into Halifax from the United 

States in 1850 495 

Return of the quantities offish and fish oil exported from Halifax in the year 1851. 496 
Number' of ships and their tonnage which entered inward at the port of Halifax 
during the year 1851, and the value of imports by such vessels, distinguish- 
ing British from foreign 497 

The coal trade of Nova Scotia 497 

Description of the coal mines of Nova Scotia 498 

Quantities of coal shipped to the United States from the different mines in Nova 

Scotia in the years 1849 and 1850 499 

CAPE BRETON. 

Area and population of Cape Breton 499 — 501 

Products and value of the fisheries of Cape Breton in 1847 and 1848 501 

Quantity offish exported from the Straits of Canso in 1850 501 

Total quantity of coal raised in Cape Breton and sold during the year 1849 502 

Number of entries of trading and fishing vessels at Cape Breton in 1850 502 

Number of clearances of trading and fishing vessels at Cape Breton in 1850 503 

Value of imports and exports at Cape Breton in 1850 503 

SABLE ISLAND. 

Description of Sable Island ; its productions 504, 505 



PART VIII. 

THE ISLAND AND COLONY OF NEWFOUNDLAND, INCLUDINa LABRADOR. 

Description of Newfoundland and Labrador 507 — 510 

The cod fishery of Newfoundland 511, 512 

The shore fishery of Newfoundland 512, 513 

The herring fishery of Newfoundland 513 

The salmon fishery of Newfoundland 514 

The mackerel fishery of Newfoundland 514 

The whale fishery of Newfoundland 514 

The seal fishery of Newfoundland. , 514 

The system of carrying on tlic fish and oil trade of Newfoundland 515 

Return of the vessels equipped for the seal fishery from the port of St. John only, 

and the number of seals taken by them during the last ten years 516 

Comparative statement of the quantity and value of the staple articles of produce 

exported from the island of Newfoundland, in the years 1849 and 1850, . . . 516 



INDEX. 841 

Page. 

Total value of the imports and exports of Newfoundland, in the years 1849, 1850, 

and 1851 517 

Number, tonnage, and crew of vessels which entered and cleared at Newfoundland 

in the year 1850 517 

Number, tonnage, and crew of vessels which entered and cleared at Newfoundland 

in the year 1851 518 

Statement of the total shipping of Newfoundland, inward and outward, in the 

years 1849, 1850, and 1851 518 

Number of ships built in Newfoundland during the period of four years, from 

1846 to 1850, inclusive 518 

Population of Newfoundland by the census of 1845 519 

Number of boats, &c., engaged in the fisheries in 1845 519 

Value of the annual produce of the colony of Newfoundland, on an average of 

four years, ending in 1849, by the Britisli colonial authorities 519 

Average value of property engaged in the fisheries during the same period 519 

TRADE BETWEEN NEWFOUNDLAND AND THE UNITED STATES. 

Statement of the quantity and value of the staple products of Newfoundland ex- 
ported from that colony to the United States in the years 1849, 1850, and 
1851 520 

Return of the quantity, value, rate, and amount of duty paid on principal articles, 
the growth, produce, or manufacture of tlie United States, imported into 
the colony of Newfoundland, during the year ending January 5, 1852 520, 521 

Abstract of the number and tonnage of vessels which entered inward in the colony 
of Newfoundland in 1851, with the value of the goods imported in such 
vessels, distinguishing British from foreign 522 

Abstract of the number and tonnage of vessels which cleared outward from New- 
foundland in 1851, with the value of the articles exported in such vessels, 
distinguishing British from foreign 523 

Value of imports and exports of Newfoundland in 1850 523 

VALUE OF THE LABRADOR TRADE AND FISHERIES. 

Value of the exports and imports of Labrador 524 

THE PORT OF ST. JOHN, NEWFOUNDLAND. 

Description of St. John, Newfoundland ; its position as a port of call for the At- 
lantic steamers 524, 528 

LIGHT-HOUSES ON THE EASTERN COAST OF NEWFOUNDLAND. 

List of light-houses on the eastern coast of Newfoundland 528 

Cost of coals at the port of St. John 528 

Duty on coals at Newfoundland 528 

Number of vessels which entered inward at the port of St. John, Newfoundland, 

in the years 1850 and 1851 529 

Number of vessels which cleared from the port of St. John, Newfoundland, in the 

years 1850 and 1851 529 

Statement of the quantities of each description of imports at the port of St. John, 

in 1850 and 1851, with its increase or decrease 530 

Statement of the quantities of the various descriptions of goods exported from the 

port of St. John, in the years 1850 and 1851., 530 



842 INDEX. 

Page. 

Value of imports into the port of St. John from the United States, during the year 

1851 531 

Statement of the various descriptions of articles imported into the port of St. John 
from Canada, in the years 1850 and 1851, with the quantity and value of 

each article 531 

Quantity and value of imports into the port of St. John from the British West In- 
dies in 1851 531 

Quantity and value of imports into the port of St. John from Spain in 1851 532 

Quantity and value of imports into the port of St. John from Portugal in 1851.. . 532 

Quantity and value of imports into the port of St. John from Germany in 1851. . 532 

Quantity and value of imports into the port of St. John from Denmark in 1851. . . 533 

Quantity and value of imports into the port of St. John from the Spanish West 

Indies in 1851 .533 

Statement showing the number of vessels which arrived at the port of St. John 
during the year 1851, with the places whence they came, the nature of the 
cargoes they brought, the port for which they sailed, and the freight they 

took away 534 

Statement of the number of vessels which entered and cleared at the port of St. 

John in every month of the year during the years 1848, 1849, and 1850. . . . 534, 535 



PART IX. 

THE COLONY OF PRINCE EDWARD ISLAND. 

Description of Prince Edward island ; adaptation of its soil for agricultural pur- 
poses 537 

Census of 1848... 537 

Discovery of the island by Sebastian Cabot 538 

Separation of the island from Nova Scotia in 1770 538 

Products of the island in 1847 539 

Number of new vessels at Prince Edward island in the years 1849, 1850, and 1851 539 

Statement of the value of imports and exports of Prince Edward island in 1849 

and 1850 539 

Statement of the number of vessels that entered and cleared at Prince Edward 

island in 1859 and 1851 540 

Value of the exports of Prince Edward island m 1851 540 

Statement of the quantity, rate, and amount of duty paid on all articles, the 
growth, produce, or manufacture of the United States, imported into the 

colony of Prince Edward island in 1851 541 

Value of articles, the growth, produce, or manufacture of the United States, im- 
ported into Prince Edward island in 1850 541 

Quantity and value of articles, the growth and produce of Prince Edward island, 

exported to the United States in 1851 541 

Statement of the American vessels and their cargoes which entered and cleared at 

Prince Edward island in 1851 542 

Abstract of the trade and commerce of Prince Edward island in 1851 543 



INDEX. 843 

PART X. 

INTERCOURSE BETWEEN GREAT BRITAIN AND HER NORTH AMERICAN COLONIES. 

Page. 

Importance and value of the timber trade 545 

Value of goods exported from Great Britain to the British North American colo- 
nies in the years 1800, 1805, 1810, and 1815 545 

Statement of the number of ships and tonnage inward and outward in Great Brit- 
ain and Ireland, to and from the North American colonies, distinguishing 
British from foreign, from 1840 to 1850, both years inclusive 546 

Statement of the value of the import and export trade between Great Britain and 
the North American colonies, for the years 1818, 1S19, 1820, 1832, 1838, 
1843, and 1848 546 

Statement of the amount of tonnage inward and outward between Great Britain 

and the North American colonies in 1800, 1805, and 1815 546 

Statement of the amount of tonnage inward and outward in Great Britain from 
the British North American colonies, in 1845 and 1850, distinguishing 
British from foreign 547 

Increase in the timber trade between Great Britain and her North American colo- 
nies 547 

Quantity and value of timber imported into the United Kingdom for home con- 
sumption, in 1840, 1845, and 1850. 548 

Foreign timber and deals imported into the United Kingdom in 1849, 1850, and 

1851 549 

Effect of opening the market to foreign timber in the United Kingdom. 549 



PART XL 

TRADE OF THE PRINCIPAL ATLANTIC PORTS OF THE UNITED STATES WITH THE BRITISH 
NORTH AMERICAN COLONIES, BY SEA. 

Direct trade by sea between the principal Atlantic sea ports of the Union and the 

British North Ameiican colonies 551 

Maritime resources of the North American colonies o 551 

Value of the British North American colonies in a commercial point of view 552 

Tonnage inward in all the British North American colonies, during different pe- 
riods 553 

Table exhibiting the description, quantity, and value of the various articles of do- 
mestic production exported from twenty -three Atlantic ports of the United 
States to the colonies of New Brunswick, Nova Scotia, Newfoundland, and 
Prince Edward island, during the year 1851 554 

Table exhibiting the description, quantities, and value of the various articles of 
foreign production exported from the ports mentioned to the four lower 
colonies in 1851 555 

Statement of the value of the various articles imported from the lower colonies 

into the Atlantic ports of the Union during the year 1851 556 

Total value of domestic and foreign exports, and the value of colonial imports in 

1851 557 

Table of shipping, inward and outward, during 1851, to and from nine ports of the 
United States only, and the colonies of New Brunswick, Nova Scotia, 
Newfoundland, and Prince Edward island, distinguishing American from 
British 558 



844 INDEX. 

Page. 

Statement of tonnage inward and outward, in 1851, at the ports of New York, 

Quebec, &c 559 



PART XII. 

REVIEW OF THE PRESENT STATE OF THE DEEP-SEA FISHERIES OF NEW ENGLAND. BT WM. 

A. WELLMAN, ESQ. 

The fisheries of Massachusetts and other New England States 561 — 566 

Statement of allowances to vessels employed in the fisheries, and bounties on 

pickled fish exported from January 1, 1820, to June 30, 1851 567 

Imports of dried and pickled fish into the port of Boston during the fiscal years 

ending June 30, from 1821 to 1851 567 

Quantity and value of dry and pickled fish exported from the port of Boston to 

foreign countries, from July 1, 1843, to June 30, 1851, inclusive 568 

Statement of dry fish warehoused in the district of Boston and Charlestown, from 
June 30, 1847, to June 30, 1851 ; also, dry fish withdrawn from warehouse 
during the same period 569 

Statement of pickled fish warehoused in the district of Boston and Charlestown, 
from June 30, 1847, to June 30, 1851 ; also, pickled fish withdrawn from 
warehouse during the same period 569 

imports of dried and pickled fish into the United States during the fiscal years 

ending June 30, from 1843 to 1850, inclusive 570, 571 

Exports of dried and pickled fish (foreign caught) from the United States during 

the fiscal years ending June 30, from 1843 to 1850, inclusive 572, 573 

Exports of dried and pickled fish (American caught) from the United States during 

the fiscal years ending June 30, from 1843 to 1850, inclusive 574 — 581 

Statement of pickled fish inspected in Massachusetts from 1838 to 1850, inclusive 582 

Statement of the tonnage of vessels employed in the fisheries of the United States 

on the 30th of June, 1843, 1844, 1845, 1846, 1847, 1848, 1849, and 1850. . 583 

Abstract of bounty allowances to fishing vessels, paid by the collector and disburs- 
ing agent of the treasury at the port of Boston, for the fishing seasons of 
the years 1841 to 1850, inclusive , 584 

Abstract of fishing vessels lost during the year 1851 585 — 588 



PART XIII. 

THE FRENCH FISHERIES AT NEWFOUNDLAND. 

Movements of France in regard to bounties on fish caught at Newfoundland 589 

Report rendered in the name of the commission for the inquiry into the projected 

law relating to the great sea fisheries, by M. Ancet 589 — 592 

Bounties on vessels fitted out 592 — 599 

Bounties to the crew 599 

Bounties on the products of the fisheries 599 

Bounty on cod livers 600 

Return of vessels fitted up for the cod fishery from the year 1842 to the year 1850, 

both inclusive 601 



INDEX. 845 

Page . 

Account of the sums paid as bounties to the crews of vessels employed m the cod 

fishery of France, from 1842 to 1847, inclusive 602 

Return of the number of persons enrolled annually for the navy in the several 

maritime districts of France, from the year 1840 to the year 1850, inclusive. 603 — 607 

Return of the quantity of dried cod exported direct from the place where caught 
to the colonies of France, with the rate and amount of bounty paid thereon, 
in the years 1842 to 1850, inclusive 608 

Return of the quantity of dried cod of French catch exported from the ware- 
house in France to French colonies, in the years 1842 to 1850, inclusive, 
and the amount of bounty paid thereon. 608 

Return of the quantity of dried cod of French catch exported from the ports and 
curing places of France to French colonies, in the years 1842 to 1850, in- 
clusive, and amount of bounty thereon 609 

Return of the quantity of dried cod exported from the places where caught, by 
fishermen of France, to foreign countries, in the years 1842 to 1850, inclu- 
sive, with the amount of bounty paid thereon in each year 610 

Return of the quantity of dried cod of French catch exported from the ports of 
France to foreign countries, in the years 1842 to 1850, inclusive, with the 
amount of bounty paid thereon in each year 611 

Account of the amount of boimties paid out of the treasury of France for the en- 
couragement of the cod and whale fisheries, from 1842 to 1849, inclusive. . 612 



846 INDEX. 

APPENDIX 

Page. 

Notice of the internal and domestic commerce of the country 613 

Statements showing the trade and commerce, population, treasury receipts, &c., 

of the country for several years 614 

Receipts into the treasury from customs and other sources 615 

Per cent, increase in custom receipts 615 

Statement showing the valuation, area, and population to the square mile in 1850, 

with the indebtedness of the several States in 1851 616 

Valuation of real and personal estate of the inhabitants of the United States for 
the years ending June 1, 1850, and December 31, 1852, together with the 

average amount to each inhabitant 617 

Comparison of property and wealth among the urban and rural population 618 

Total value of real and personal property of the United States 618 

Table showing the amount and value of the productions of agriculture in the 

United States for the year 1852 619 

Remarks upon the agricultural table 620, 621 

Statement showing the number of manufacturing establishments in the United 
States, the amount of raw materials used, the capital invested, and the 

total value of products, according to the census of 1850 622 

Statement exhibiting the value of domestic produce and manufacture exported 
annually from 1821 to 1852, and also the value per capita during the same 

period 623 

Per cent, increase of domestic exports 624 

Exports of domestic produce for several years, with amount to each individual.. . 624 

Statement exhibiting the value of foreign merchandise imported, re-exported, and 
consumed, annually, from 1821 to 1851, inclusive, and also the estimated 
population and rate of consumption per capita during the same period. . . 625 

Total imports consumed in tiie United States for several years, with amount to 

each individual 625 

Benefits of free trade between the different States 626 

Imports and exports, and tonnage inv/ard and outward, of the principal commer- 
cial or Atlantic States, for the years 1825, 1840, and 1851 627, 628 

x^dvantages to internal commerce from the connexion of the lakes with the Mis- 
sissippi river by the construction of railroads and canals 628 

Notes on tlie amount and tendency of Ohio commerce 629 

Amount of leading articles on the Miami canal 629 

The Ohio canal, 1851 ; Muskingum improvement, 1851 630 

Aggregates of the receipts, in leading articles of domestic produce, at the lake and 

river ports 631 

imports of lumber from the exterior to tiie interior ports 631 

Comparative value of the exports of Ohio. 632 

Consumption of flour, and wheat reduced to flour, in Ohio, in the years 1850 and 

1851 632 

General summary of animal provisions of Ohio, for 1851 c 633 

Exhibit of the entire exports of the most important articles of domestic produce of 

Ohio, for 1851 633 

Exports of Cincinnati for 1845 and 1850, with the per cent, of increase 634 

Table of manufactures in Cincinnati for 1840 and 1850, with their increase per 

cent 635 

Destination of the principal articlo-s of export at Cincinnati 635 



INDEX. , 847 

Page. 
Description of the city of Cincinnati, Ohio ; its latitude and longitude ; rapid in- 
crease of population 636 

Commerce of the port of Cincinnati; imports into Cincinnati, from all sources, 

from 1847 to 1852, inclusive 637, 638 

Statement of the principal articles of export from Cincinnati by all land and water 

routes for the years 1847 to 1852, inclusive 639, 640 

Description of the city of Pittsburg, Pennsylvania ; its latitude, longitude, and 
population ; distances from Baltimore, Philadelphia, Harrisburg, and Wash- 

j ington 640 

Coal and iron ores ; increase in manufactures and wealth by their close proximity. . 641 

Canal connexions of Pittsburg ; important railway projects. , 641 

Mantrfactures of Alleghany county in 1850 642 

Unreliable nature of census returns 642 

Manufactures of iron, glassware, &c 643 

Comparative statement, exhibiting the exports by canal of some of the leading 

articles during three seasons, viz., 1846, 1847, 1852 644 

Comparative statement, showing some of the leading articles imported into Pitts- 
burg by canal during the years 1846, 1847, ar.d 1852 644 

Statement showing the imports and exports by canals at Pittsburg daring the year 

ending December 31, 1852 645, 646 

Description of the city of Louisville, Kentucky; its commercial advantages ,*,, 646 

Grov/th and population of Louisville from 1800 to 1850, inclusive 647 

Commerce of Louisville ; groceries, dry goods, hardware, &c 647 

Pork business ; steamboats and navigation 648 

Principal manufactures of Louisville ; aggregate amount 648 

Railroads connecting Louisville with other cities 648 

Valuation of the cities of St. Louis, Cincinnati, and Louisville in 1850 649 

Description of the city of St. Louis, Missouri ; its great advantages for inlaad 

commerce 649 — 651 

Comparative statement of some of the principal articles landed at St. Louis during 

six years ending December 31, 1851 652 

Table exhibiting the number and tonnage of boats arriving at St. Louis during 

the years 1847, 1848, 1849, 1850, and 1851 652 

Statement of the foreign commerce of St. Louis, consisting of importations 653 

Amount of hospital money collected at the port of St. Louis 653 

Amount of duties collected at St. Louis 653 

Hospital money expended in relief to sick and disabled boatmen 653 

Steam-marine of the interior 654, 655 

Steam-marine of the Mississippi valley , 656 

Steam-marine of the Ohio basin 656 

Aggregate summary of the entire strength of the steam-marine of the lakes and 

rivers of the interior 656 

Tabular statement of steamers on the rivers 657 

Lines of travel along the waters of the several interior collection districts 657 

Statement of the total number of persons who arrived at and departed from the 
principal port of each collection district of the interior, by steamers, rail- 
road cars, stage-coaches, canal boats, and steam ferryboats, during the year 

ending June 30, 1851 658 

The several centres of interior commerce, navigation, trade, and travel 659 

Subdivision of the St. Louis district 659 

Subdivision of the Pittsburg district 660 

Subdivision of the Buffalo district , 660 



848 INDEX. 



Subdivision of the Chicago district i 661 

Population in 1850 of St. Louis, Pittsburg, Buffalo, and Chicago 661 

Statement of the amount of marine risks taken, and of losses paid^ on vessels and 
cargoes of the United States, in the several collection districts of the inte- 
rior, for the year ending June 30, 1851. 662 

Number of steamboats, with their tonnage and original cost, lost on the Missis- 
sippi river, from the period of the first introduction of steam navigation 

thereon to the close of the year 1848 663 

Increase of the steamboat tonnage on the Mississippi and its tributaries, from 1842 

to 1851 664 

Comparative statement of the stea.m tonnage of the Mississippi in 1851 664 

Comparative statement of the number and tonnage of the steamboats on the north- 
ern lakes of the United States, the Mississippi valley, and the Ohio basin. . 665 
Statement of the number of steam and sail vessels enrolled, registered, or licensed, 
in the several collection districts of the United States, that were lost on the 
lakes and rivers of the interior, in the year ending June 30, 1851, with the 
cause and manner of loss, and the number of persons who perislied thereby 666 

General average of steamers 667 

Grand result of United States steam-marine * * 668 

Marine disasters on the western waters in 1852 * . * » . , 669 

NEW ORLKANS, LOUISIANA. 

Description of New Orleans ; its superior and commanding situation for commer- 
cial purposes. . , * 670 — 673 

Value of some of the principal articles imported into New Orleans from the inte- 
rior, at several periods, during the last ten years. * 674 

Valuation of property from the interior during the last eleven years 675 

Statement showing the value of imports and exports at New Orleans, annually, 

from 1834 to 1851, inclusive 675 

Statement of the receipts on account of duties collected at New Orleans, from 

1835 to the 30th of June, 1852, inclusive 675 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of New Orleans, which 
entered and cleared, annually, from 1826 to 1851, inclusive 676 

MOBILE, ALABAMA. 

I>escription of Mobile ; character and fertility of the soil in that region of coun- 
try around Mobile 677 

Statement of the tonnage that entered and cleared from and to foreign ports, at 

Mobile, in the years 1841, 1846, and 1851 677 

Statement showing the exports and destination of cotton from the port of Mobile 

during the last ten years ending August 31 678 

Quantity of staves and lumber shipped from Mobile seaward, in 1850, 1851, and 1852 678 

Statement showing the quantity of some of the principal articles of import into 

the port of Mobile during the last five years ending August 31 , 1852 679 

Total value of foreign imports at Mobile during the years 1851 and 1852 679' 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of Mobile, which entered 
and cleared annually, from 1826 to 1851, inclusive 680 

FLORIDA. 

Description of the State of Florida ; its various and valuable resources 681 — 684 



INDEX. 849 

Page. 
Letter from Wm. L. Hodge, esq., Assistant Secretary of the Treasury, relative 

to Florida ,• 684—686 

Letter from the Hon. E. Carrington Cabell, relative to Florida 687 — 707 

Statement compiled from report of Commissioner of General Land Office, as to 

public lands in Florida, June 30, 1851, and other documents in the General 

Land Office ^S 

Letter from Jos. C. G. Kennedy, esq., of the Census Bureau, relative to the pro- 
ducts of Florida 709—711 

Letter from N. Sargent, esq., relative to the imports and exports of Florida 711 

Steam-marine of the United States on the Gulf of Mexico, from Cape Sable to 

the Rio Grande 712 

Sketch of the Gulf of Mexico and the Straits of Florida 7 12—722 

Wrecks on Florida reefs, from 1844 to December 1.5, 1852 723 

Sketch of the cotton crop of the United States 723—727 

Exports of raw cotton from the United States, from 1805 to 1852 727 

Imports and exports of foreign raw cotton into and out of the United States during 

different periods 728 

Value of importations and exportations of foreign merchandise, from 1790 to 1852 . 729 

Value of foreign cotton goods imported and exported, &c., from 1821 to 1825 .... 729 

Exportations of domestic cotton manufactures in certain years and periods 730 

Value of home-made manufactures in the United States according to the last 

census returns 731 

Number of cotton manufactories in the United States, amount of capital invested, 

and number of hands employed therein, &c 731 

Products of cotton manufactories in 1849- '50 732 

Consumption of cotton in the United States in 1849- '50 733 

Cotton crop of the United States in 1849- '50 734, 735 

Entire crop of the season of 1849, taken from the census returns 736 

Cotton crop of the world, of 1851, and exports of all countries in 1852 637 

Hostility of Great Britain to the cotton interests of the United States 738, 739 

The Cotton Zone of the United States 740 

Estimate of cotton crop of 1852, and of crop Cotton Zone may produce 741 

Statement of the free and slave population of the Cotton Zone, &c 742 

Exportations (specie, &c., included) from the United States since 1790 - 743 

Bullion and coin imported and exported since 1821 744 

Statement of the principal domestic exports in the years 1821, 1822, and 1823, 

and in 1850, 1851, and 1852 745 

Relative importance and value of the cotton crop of the United States 745 — 756 

Statement of the value of cotton goods imported during the year ending June 30, 

1852 757 

Statement of the value of cotton goods of foreign manufacture exported during 

the year ending June 30, 1852 758 

Exports of raw cotton and domestic cotton manufactures during the year ending 

June 30, 1852 759, 760 

Specification of exports of foreign cotton manufactures 761 

Domestic manufactures of cotton exported from the United States 762 

Values of certain domestic products exported, and total value of domestic products 

exported , including bullion and specie 763 

Foreign cotton manufactures imported, and the total exported, consumed, &c 764 

Bullion and specie imported into and exported from the United States 765 

Statements of the commerce of the Atlantic States and cities 766, 767 

54 



850 INDEX. 

Page. 
Statement exhibiting the value of exports from, and imports into, the ports of 

Boston and New York, annually, from 1843 to 1851, inclusive 768 

Statement exhibiting the value of exports from, and imports into, the ports of 

Philadelphia and Baltimore, annually, from 1834 to 1851, inclusive 769 

Statement exhibiting the value of exports from, and imports into, the port of 

Charleston, annually, from 1834 to 1851, inclusive, direct trade 770 

Statement of the receipts into the treasury, on account of duties collected, at the 
ports of Boston, New York, Philadelphia, and Baltimore, from 1835 to the 
30th of June, 1852, inclusive 770 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of Boston, which entered 
and cleared, annually, from 1826 to 1851, inclusive 771 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of New York, which en- 
tered and cleared, annually, from 1826 to 1851 , inclusive 772 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of Philadelphia, which 
entered and cleared, annually, from 1826 to 1851, inclusive 773 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of Baltimore, which en- 
tered and cleared, annually, from 1826 to 1851, inclusive 774 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, employed in foreign trade in the district of Portland, which en- 
tered and cleared, annually, from 1826 to 1851, inclusive 775 

Statement exhibiting the number of American and foreign vessels, and also their 
tonnage, which entered from and cleared for foreign countries, including 
their repeated voyages, from 1821 to 1851, inclusive 776, 777 

Statement exhibiting the American and foreign tonnage entered and cleared at 
ports of the United States during the years ending June 30, from 1842 to 
1851, inclusive, with per cent, increase 777 

Statement exhibiting the amount of tonnage belonging to the United States, an- 
nually, from 1836 to 1852, inclusive 778, 779 

Statement exhibiting the number and tonnage of vessels built in the United States 

annually, from 1836 to 1852, inclusive 780—782 

Statement showing the national character of the foreign vessels entered and 
cleared at ports in the United States, with their tonnage, from 1842 to 1851, 
inclusive 783, 784 

Statement exhibiting the average tonnage of vessels built in the United States 

annually, from 1836 to 1852, inclusive 785 

Exports from the principal commercial States of tJie Union, for the years 1810, 

1820, 1830, 1840, 1850, and 1851 786,787 

Imports from the principal conmiercial States of the Union, for the years 1810, 

1820, 1830, 1840, 1850, and 1851 787,788 

Statement exhibiting the value of foreign imports into, and domestic exports from, 

the principal commercial States 789 

Statement of tonnage entering and departing from the United States to foreign 

countries 790, 791 

Statement of tonnage entering and departing from Northern and Southern States 792, 793 

INLAN'n tVATER ROUTES. 

Information relating to routes, facility of transportation, expense, distance, &c . . 794 



INDEX. 581 

KRIE CANAL HOUTE. PaffC , 

Statement showing the value of each class of property reaching tide-water on the 

Hudson, during a series of years, ending December 31 795 

ALBANY, NEW YORK. 

Description of Albany ; its population, wealth, and enterprise 795 797 

Toimage entered and cleared at Albany during a series of years 797 

Table of the value of the commerce of all the tide-water ports for a series of years . 798 
Tahle exhibiting the proportion of each class of property coming to tide-water. , . 798 
Table showing the character, quantity, and value of the property coming to tide- 
water on the State canals during the year 1851 799 800 

Statement showing the value of cotton, hemp, tobacco, sugar, molasses, pork, 
bacon, and lard, at New Orleans, during a series of years, ending Sep- 
tember 1 gQJ^ 

Statement of the comparative value of property sent from the seaboard to the 

interior, via the St. Lawrence, the Hudson, and the Mississippi 802 

Comparative statement showing an estimate of the tons of some of the principal 
articles landed at tide-water, and going from thence to the interior, via the 
different routes, in 1851 §03 

Comparative statement showing tonnage and value of merchandise sent from, and 
received at, seabord, byway of the New York canals, at St. Lawrence and 
Mississippi rivers, for 1851 304 

Tabular statement showing the value of property received at seaboard by the New 

York canals and St. Lawrence and Mississippi rivers 804 

Statement of property sent westward from Philadelphia by railroad in 1851 805 

Statement of property received at Philadelphia by railroad from the West in 1851 . 806 

Comparative statement of upward tolls on the Susquehanna and tide-water canals . 807 

Comparative statement of downward tolls on the Susquelianna and tide-water 

canals g^g 

Value of produce received via canal on the Hudson and at New Orleans, via Mis- 
sissippi, v/ith the United States exports and imports 808 

Internal trade of the United States gOg g^g 



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